Wind-Shear System Cost Benefit Analysis Update

Lincoln LaboratoryMASSACHUSETTS INSTITUTE OF TECHNOLOGY

LEXINGTON, MASSACHUSETTS

Project ReportATC-341

Wind-Shear System Cost Benefit Analysis Update

R.G. HallowellJ.Y.N. Cho

S. HuangM.E. Weber

G. PaullT. Murphy

13 May 2009

Prepared for the Federal Aviation Administration,

Washington, D.C. 20591

This document is available to the public through the National Technical Information Service,

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R.G. Hallowell, J.Y.N. Cho, S. Huang, M.E. Weber, G. Paull, and T. Murphy

MIT Lincoln Laboratory 244 Wood Street Lexington, MA 02420-9108

This report is based on studies performed at Lincoln Laboratory, a center for research operated by Massachusetts Institute of Technology, under Air Force Contract FA8721-05-C-0002.

This document is available to the public through the National Technical Information Service, Springfield, VA 22161.

ATC-341

Wind-Shear System Cost Benefit Analysis Update

Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W. Washington, DC 20591

Project Report

ATC-341

13 May 2009

A series of fatal commercial aviation accidents in the 1970s led to the development of systems and strategies to protect against wind shear. The Terminal Doppler Weather Radar (TDWR), Low Level Wind Shear Alert System (LLWAS), Weather Systems Processor (WSP) for Airport Surveillance Radars (ASR-9), pilot training and on-board wind-shear detection equipment are all key protection components. While these systems have been highly effective, there are substantial costs associated with maintaining and operating ground-based systems. In addition, while over 85% of all major air carrier operations occur at airports protected by one of these ground-based wind-shear systems, the vast majority of smaller operations remain largely unprotected.

This report assesses the technical and operational benefits of current and potential alternative ground-based systems as mitigations for the low-altitude wind-shear hazard. System performance and benefits for all of the current TDWR (46), ASR-9 WSP (35), and LLWAS (40) protected airports are examined, along with 40 currently unprotected airports. We considered in detail several alternatives and/or combinations for existing ground-based systems. These included the option to use data from current WSR-88D (or NEXRAD) and two potential future sensor deployments: (1) a commercially built pulsed-Doppler Lidar and (2) an X-band commercial Doppler weather radar. Wind-shear exposure estimates and simulation models for each wind-shear protection component were developed for each site in order to accurately compare all alternatives.

For the period 2010–32, the current combination of wind-shear protection systems reduces the $3.0 billion unprotected NAS overall wind-shear safety exposure to just $160 million over the entire study period. Overall, there were few alternatives that resulted in higher benefits than the TDWR, TDWR-LLWAS, and WSP configurations that currently exist at 81 airports. However, the cheaper operating costs of NEXRAD make it a potential alternative especially at LLWAS and non-wind-shear protected sites.

FA8721-05-C-0002

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ABSTRACT

A series of fatal commercial aviation accidents in the 1970s and 1980s led to the identification of wind-shear as a critical hazard to aviation. In response, the aviation community has developed a number of systems that detect and warn pilots and controllers of low-altitude wind-shear hazards. Pilot training on visual clues to the presence of wind shear, and on avoidance and recovery procedures was the earliest mitigation strategy. The Terminal Doppler Weather Radar (TDWR) was developed as the primary ground-based protection system for 45 of the busiest and most wind-shear exposed airports. In parallel, improved versions of the Low Level Wind Shear Alert System (LLWAS) and a Weather Systems Processor (WSP) modification for existing Airport Surveillance Radars (ASR-9) were developed to detect wind shear at smaller airports. On-board wind shear detection equipment was mandated for Part 121 aircraft. As a result of these steps, there has not been a fatal commercial aircraft accident in the United States attributed to wind shear since 1994. However, there are substantial costs associated with maintaining and operating TDWR, WSP, and LLWAS systems. In addition, while over 85% of all Part 121 operations are to airports protected by one of these ground based wind shear systems, only half of the Part 135 operations and just over 5% of all Part 91 operations involve these airports. Therefore, the FAA has requested that Lincoln Laboratory reassess the technical and operational benefits of current ground based systems and evaluate the viability of alternative mitigations for the low-altitude wind shear hazard. System performance and benefits for all of the current TDWR (46), ASR-9 WSP (35) and LLWAS (40) protected airports are examined, along with 40 currently-unprotected airports where operations rates are forecast to grow. We considered in detail several alternatives and/or augmentations for existing ground based systems. These included the option to use data from the WSR-88D (or NEXRAD) to provide wind shear services at airports where its siting is appropriate. Two potential future sensor deployments were also considered: (1) a commercially built pulsed-Doppler Lidar currently being tested at Las Vegas International airport; and (2) an X-band commercial Doppler weather radar that is being promoted as adjunct to the pulsed Lidar. An objective metric for wind shear detection capability was calculated for each system or combination of systems evaluated. For the period 2010–32 in an unprotected NAS, wind shear would cost over $3.0 billion in wind shear related accidents. Pilot training and airborne systems reduce this exposure to $972 million. The current ground-based wind shear protection systems and in-progress TDWR/WSP upgrades reduce this safety exposure further to just $160 million for the entire study period. Overall, there were few alternatives that resulted in higher benefits than the TDWR, TDWR-LLWAS and WSP configurations that currently exist at 81 airports. Even when system costs are factored in, switching to the optimal alternative at all 161 sites would result in less than 10% in overall net benefits. However, the cheaper operating costs of NEXRAD make it a potential alternative especially at LLWAS and non-wind shear protected sites. Individual sites varied, however, often due to unique siting, wind shear and/or traffic load conditions.


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TABLE OF CONTENTS

Page

Abstract iii List of Illustrations vii List of Tables xiii

1. INTRODUCTION 1

2. WIND-SHEAR ACCIDENT RATE ANALYSIS 5 2.1 Estimating Accident Rate 5 2.2 Accident Rate Modeling 13

3. MEASURING WIND-SHEAR EXPOSURE 15 3.1 Microburst Exposure 16 3.2 Gust Front Exposure 21 3.3 Reflectivity Distributions and Outflow Height 24

4. WIND-SHEAR MITIGATION TECHNIQUES AND DETECTION SYSTEM EFFECTIVENESS 31 4.1 Modeling Pilot Training Impacts 31 4.2 Estimating Airborne Wind-Shear System Impacts 33 4.3 Modeling Ground-based Wind-Shear System Effectiveness 37

5. METHODOLOGY FOR BENEFITS AND COSTS ASSESSMENT 47 5.1 Assessing Safety Benefits 47 5.2 Assessing Delay Benefits 51 5.3 Estimating System Costs 53

6. CURRENT AIRPORT-SPECIFIC SAFETY AND DELAY MITIGATION 57 6.1 No Wind-Shear Mitigation 58 6.2 Pilot Training Assessment 61 6.3 Airborne Mitigation Systems 62 6.4 Baseline Ground-based Coverage 63

7. AIRPORT SPECIFIC COST-BENEFIT RESULTS 67 7.1 Alternative System Assessment by Current Site Configuration 74

vi

TABLE OF CONTENTS (CONTINUED)

Page

7.2 Alternative System Assessment by Sensor Type 83

8. SUMMARY AND CONCLUSIONS 89

Glossary 93 References 95

APPENDIX A. WIND-SHEAR AND WIND-SHIFT EXPOSURE ASSESSMENT 99

APPENDIX B. PILOT OBSERVABILITY AND PWS AIRBORNE SYSTEM EFFECTIVENESS 107

APPENDIX C. WIND-SHEAR SYSTEM EFFECTIVITY BY SITE AND SYSTEM (POD MB & GF) 115

APPENDIX D. SAFETY AND DELAY EXPOSURE AND BENEFITS BY SITE AND SYSTEM (LIFE CYCLE 2010–32 FY08$M) 127

APPENDIX E. NET PRESENT VALUE BASED ON SAFETY AND DELAY BY SITE AND SYSTEM (LIFE CYCLE 2010–32 FY08$M) 151 APPENDIX F. NET PRESENT VALUE BASED ON SAFETY ANALYSIS ONLY BY SITE AND SYSTEM (LIFE CYCLE 2010–32 FY08$M) 163

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LIST OF ILLUSTRATIONS

Figure Page No.

1 Airports considered in this study. The symbols indicate the wind shear protection system currently operating at each airport. Note that nine of the TDWR airports are also equipped with an integrated network-expansion LLWAS system. 2

2 Timeline of wind-shear mitigation techniques and alerting systems as compared to baseline, transitional, and protected wind shear accident rate measures. 6

3 Timeline of wind-shear-related accident occurrences, 1975–2007, by aircraft category. 10

4 Comparison of major wind-shear-related accidents between accidents occurring inside and outside the US, 1975–2007. 11

5 Comparison of measured and mitigation-adjusted accident rates for unprotected (1975–85), transitional (1982–94), and protected (1995–2007) time periods. 13

6 Location of study airports with TDWR (red) and ITWS (green) archive sites identified (San Juan, Puerto Rico, and Honolulu, Hawaii, not shown). 15

7 Measured number of minutes per year where at least one microburst was within a 30 km radius of the respective TDWR/ITWS archive site. 16

8 Ten-year lightning flash rate climatology (flashes/km2/year) (NASA, High Resolution Full Climatology Lightning Archive, http://thunder.msfc.nasa.gov/data). 17

9 The annual lightning flash rate vs. measured MB minutes. 18

10 Average summer ceiling height (meters above sea level). Raw data gathered from 20-year dataset of hourly station observations, interpolated to a grid by fitting to lightning and terrain data. 19

11 Microburst exposure model based on TDWR/ITWS archive data. 19

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LIST OF ILLUSTRATIONS (CONTINUED)

Figure Page No.

12 Comparison of MB exposure model estimates to archive measurements (R2 correlation = 0.93). 20

13 US map of annual microburst exposure based on station archive model (1000s of minutes). 21

14 The measured number of minutes per year where at least one gust front was within an 18 km radius of the respective ITWS archive site. 22

15 Gust front exposure model based on ITWS archive data. 23

16 Comparison of GF exposure model estimates to archive measurements (R2 correlation = 0.69). 23

17 US map of annual gust front exposure based on station archive model (minutes). 24

18 Distribution of peak reflectivity associated with microburst outflows as measured at Denver, CO (red) and Orlando, FL (blue) TDWR field studies. 25

19 Distribution of NEXRAD reflectivity for Denver, CO (dashed red) and Orlando, FL (dashed blue). 26

20 Compilation of wind-shear relative reflectivity distributions for all sites. 26

21 Dry/wet profile tendency by site. 27

22 Cumulative frequency of outflow depths for all sites color-coded by reflectivity profile tendency (red-dry, blue-mixed, green-wet). 28

23 Reflectivity distribution associated with gust front (profile is the same for all sites). 29

24 Equation for estimating the likelihood that a pilot will observe visual characteristics of an outflow. 31

25 Estimated frequency of daylight microburst activity (%). 32

26 National PWS radar wind-shear encounter scenario. 35

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Figure Page No.

27 Wind-shear coverage domains used in study. White space illustrates terrain blockage. 39

28 Illustration of various factors that impact radar wind-shear detection probability. 41

29 Flow chart of the radar wind-shear Pd performance estimator. 42

30 LMCT Doppler Lidar maximum detection range vs. weather radar reflectivity. 44

31 Breakdown of aircraft operations by study airport wind-shear protection coverage (2008). 51

32 Total life-cycle system costs per airport for wind-shear protection systems (present value FY08 $M). 56

33 Total annual safety-related financial exposure from wind-shear accidents based on the levels and types of protection applied (present value FY08 $M). 57

34 Total (2010–2032 in billions of dollars) safety-related financial exposure from wind-shear accidents based on an unprotected NAS broken down by the current protection system at each site. 58

35 Annual safety-related financial safety exposure from wind shear for each TDWR (or TDWR-LLWAS) protected airport (present value FY08 $M) based on an unprotected NAS. 59

36 Annual safety-related financial safety exposure from wind shear for each WSP protected airport (present value FY08 $M) based on an unprotected NAS. 60

37 Annual safety-related financial safety exposure from wind shear for each LLWAS protected airport (present value FY08 $M) based on an unprotected NAS. 60

38 Annual safety-related financial safety exposure from wind shear for each unprotected study airport (present value FY08 $M) based on an unprotected NAS. 61

39 Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training only. 62

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Figure Page No.

40 Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS only. 63

41 Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS and current configuration of ground-based wind-shear systems. 64

42 Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS and current configuration of ground-based wind-shear systems with TDWR and WSP upgrades. 64

43 Safety-related savings relative to coverage by pilot training and PWS only and wind-shift delay benefits from gust front detection and forecasting for current and TDWR/WSP upgraded system configuration 2010–32 (present value FY08 $B). 65

44 Top 50 sites in terms of total benefits (safety and delay) relative to the NAS as protected by pilot training and PWS for the baseline upgraded wind-shear system configuration. 66

45 Annual benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all TDWR and TDWR-LLWAS study airports. 76

46 Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all WSP study airports. 77

47 Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all LLWAS study airports. 77

48 Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all study airports with no current ground-based wind-shear system. 78

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Figure Page No.

49 Resulting life cycle benefit loss (safety + delay) from replacing TDWR and TDWR-LLWAS sites with WSP and WSP-LLWAS. 85

50 Summary of optimal alternatives for all 161 study sites. 91


xiii

LIST OF TABLES

Table Page No.

1 Wind-shear accident statistics and rates for baseline, transitional, and protected time periods 7

2 Part 121/9 air carrier wind-shear-related accidents, 1975 to 2006, in the US 9

3 Known international wind-shear-related aviation accidents, 1975 to present 12

4 Average and range of wind-shear-related accident rates by category 14

5 Sampling of site-specific pilot observation factors that impact a pilot’s ability to visually recognize wind shears 33

6 Estimates for the effectiveness of reactive wind-shear warnings and the overall effectiveness when combined with aircraft performance criteria 34

7 U.S. Part 121 fleet equipage percentages for PWS radars, based on a telephone poll of industry representatives in September 2007 36

8 Sensors vs. airports included in study 38

9 Sensor combination vs. site 38

10 Radar system parameters 40

11 Actuarial data for personal injury or fatality 48

12 Estimated market values of aircraft repair/replacement 48

13 Pooled accident structures, 1975–2007 49

14 Estimated average wind-shear-related accident costs 49

15 Average and range of wind-shear-related accident rates by category 50

16 Breakdown of aircraft operations by airport type 50

xiv

LIST OF TABLES (CONTINUED)

17 Breakdown of delay costs for passenger and aircraft time (including crew) as adapted from GRA, 2007 53

18 Breakdown of system costs for all wind-shear systems 55

19 Study results summary showing optimal alternatives and maximum coverage alternatives for safety and safety+delay 67

20 Frequency table of optimal systems by current airport protection based on NPV calculations that consider only safety 74

21 Frequency table of optimal systems by current airport protection based on NPV calculations that consider both safety and delay benefits 75

22 Comparison of optimal alternative vs. current wind-shear protection system for TDWR-LLWAS sites (safety + delay) 79

23 Comparison of optimal alternative vs. current wind-shear protection system for TDWR sites (safety + delay) 80

24 Life cycle NPV comparisons for WSP sites with non-WSP optimal alternatives (safety + delay) 81

25 Comparison of optimal alternative vs. current wind-shear protection system for LLWAS sites (safety + delay) 82

26 Comparison of optimal alternative vs. current wind-shear protection system for unprotected sites (safety + delay) 83

27 Sites where LLWAS is used as a complementary or primary sensor 84

28 Unprotected sites that would benefit from coverage of an existing TDWR 86

29 WSP safety benefits at currently unprotected sites 87

30 Breakdown of NEXRAD coverage sites by current site type and NEXRAD performance 88

1

1. INTRODUCTION

The Terminal Doppler Weather Radar (TDWR) was developed in response to a series of fatal commercial aircraft wind shear accidents in the 1970s and 1980s. In aggregate, these resulted in over 400 fatalities and pressure on the FAA to develop effective warning technologies. An aggressive development and implementation program led to operational deployment of the TDWR at 46 airports during the 1990s. In parallel, improved versions of the Low Level Wind Shear Alert System (LLWAS) and a Weather Systems Processor (WSP) modification for existing Airport Surveillance Radars (ASR-9) were developed to provide similar warning services at smaller airports. To date, there has not been a wind shear related accident at an airport where one of these modern wind shear detection systems is in operation. Most experts believe that this reflects a combination of circumstances including, but not confined to, deployment of the ground-based warning systems. Improved pilot awareness of the meteorological conditions in which wind shear occurs and the associated visual cues, as well as extensive pilot training on recovery procedures are clearly factors as well. All Part 121/129 aircraft are now equipped with either “reactive” or “predictive” on-board wind shear detection equipment. These airborne systems assist the pilot in recovery when a wind shear is encountered, and provide short lead-time warnings that the aircraft is approaching wind shear. Finally, deployment of the ground based systems and associated training have enhanced air traffic controller awareness of wind shear and greatly improved their ability to provide proactive advisories to pilots of hazardous conditions. It has now been more than two decades since the first prototype radar tested the ability of Doppler-radars to detect wind shear, and more than a decade since the first TDWR became operational. While there has been a demonstrable decrease in the number and severity of wind shear and other weather related accidents there are substantial costs associated with operating and maintaining TDWR, WSP, and LLWAS. In addition to recurring costs associated with site- and second-level engineering support, substantial non-recurring costs accrue from hardware, processor, and software upgrades which are necessary to assure long-term operational availability. For example, the FAA is currently executing a multi-year Service Life Extension Program (SLEP) for TDWR that addresses many of its major subsystems, including the antenna drive mechanism, signal- and data-processing computers, and user displays. And, recently, new wind shear detection technology has been developed such as the Lidar and X-band radar that might be useful in complementing or replacing the deployed systems. In this report, we quantify the effectiveness and associated operational benefits of deployed ground based wind shear detection systems (TDWR, ASR-9 augmented with the Weather Systems Processor (WSP) and LLWAS). In addition, we consider possible complementary or alternative sensors including the WSR-88D (or NEXRAD), a commercially built pulsed-Doppler Lidar and a commercially built 3 cm wavelength (X-Band) Doppler weather radar. Combinations of systems are examined to evaluate the benefits of integration. All of these single-sensor and integrated configurations are evaluated for the 121 US airports that currently have some type of operational, ground-based wind-shear system. Additionally, 40 feeder airports that are not currently protected by ground-based wind-shear systems are examined. Figure 1 shows the location of the airports studied coded by the site’s current wind-shear protection systems.

2

Figure 1. Airports considered in this study. The symbols indicate the wind shear protection system currently operating at each airport. Note that nine of the TDWR airports are also equipped with an integrated network-expansion LLWAS system.

Section 2 provides an estimate of the wind shear accident rate that would occur in the absence of the ground based detection and warning systems. This estimate must of course consider the effect of complementary mitigations (pilot training and airborne wind shear systems) that have been introduced in the last two decades. In Section 3, we evaluate wind shear exposure at each of the studied airports. These are extrapolated from TDWR microburst and gust front measurements at major U.S. airports, using meteorological parameters that are available on a nation-wide basis. Section 4 discusses the modeling of pilot training and airborne wind shear system impacts and the basis for and the results of a technical comparison of the various ground-based wind shear systems. In Section 5, we discuss the methodology for safety and delay benefits estimates and the estimated costs of maintaining and/or implementing current and alternative systems. Section 6 details the total safety-related financial exposure of the NAS to wind shear accidents and the current effectiveness of the current configuration of wind shear mitigation systems. The relative value of safety and delay benefits for current and alternative system configurations is evaluated in Section 7, while Section 8 presents details of the cost-benefit assessment for all alternatives and sites. This report is an update to the “Integrated Wind Shear Systems Cost-Benefit Analysis” published in 1994 (Martin Marietta, 1994) and a follow-on to recent studies by Weber et al. (2007) and Cho & Martin (2007). While we have largely retained the overall approach to evaluating wind-shear systems benefits that was defined in the 1994 report, we have substantially improved the data going into the analysis. In particular, the accident rate estimates have been updated to consider accidents since 1985 and the likely impact of pilot training and airborne equipage. Ground based system effectiveness estimates are based on

3

an objective, airport-specific model as opposed to the “expert judgment” applied in the earlier report. Wind shear exposure is calculated on an airport-specific basis using relevant measured parameters, as opposed to the subjective, regional exposure estimates provided previously. Finally, delay estimates utilize queuing models as opposed to empirical data to calculate benefits for proactive runway changes as wind-shifts approach an airport.


5

2. WIND SHEAR ACCIDENT RATE ANALYSIS

The National Transportation Safety Board (NTSB) is an independent agency responsible for the investigation of accidents involving aviation, highway, marine, pipelines and railroads in the United States (except aircraft of the armed forces and the intelligence agencies). The agency is charged by the U.S. Congress to investigate every civil aviation accident in the United States. The NTSB maintains a database of aviation accidents detailing each accident from raw statistics of injuries, fatalities, aircraft damage and weather conditions, to pilot and eyewitness statements, aircraft type and equipage. Most importantly, the NTSB attempts to assign the probable cause of and contributing factors to each accident. The attribution of cause is important because it enables aviation experts to focus on the safety-critical needs of the aviation system. In the NTSB database, an event is classified as either an accident or an incident. As defined by the NTSB, “aircraft accident” means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. An “incident” is defined as an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations. Accidents are required to be reported and investigated but incidents have some discretion involved with them. This is an important distinction for cost-benefits analyses as only accidents, with their clear reporting criteria, can be relied upon for consistent reporting over time.

2.1 ESTIMATING ACCIDENT RATE

One of the challenges in measuring the benefits of wind shear mitigation systems is that the frequency of accidents is very small compared to the total operations. This means that one accident can have a large impact on the apparent accident rate, especially over short time periods. In addition, reliable records of wind shear related accidents were available only a short time before mitigation techniques started to be employed (see Figure 2). Complicating matters further, the implementation of various mitigation techniques has been ongoing since the early 1980s. However, because we now have over 30 years of measurements we are able to use the underlying variability to measure risk and wind-shear system benefits in a variety of ways. Therefore, we use several accident rate measures in this benefits analysis (see bottom of Figure 2). The protected accident rate estimates the rate of accidents that have been occurring since the deployment of all current wind-shear protection systems (LLWAS, PWS, TDWR, and WSP). The transitional accident rate is designed to estimate the rate of wind-shear related accidents as pilot awareness was rapidly increasing and initial LLWAS systems were being deployed, but prior to the deployment of widespread automated radar-based wind-shear protection systems. And finally, for a historical perspective, we use the baseline accident rate as measured in the original cost-benefits analysis for TDWR (Martin Marietta, 1994). The baseline is an estimate of the rate of wind-shear related accidents prior to both the widespread awareness of pilots and the deployment of automated wind-shear protection systems. All of these measures are important in both estimating the benefits of wind-shear protection systems and helping to cross-check the estimated effectiveness of wind shear mitigation measures.

6

Figure 2. Timeline of wind-shear mitigation techniques and alerting systems as compared to baseline, transitional, and protected wind shear accident rate measures.

7

The NTSB database of aviation accidents and incidents has been updated and standardized for all accidents since 1982. For accidents after 1981, wind-shear accidents were identified based on entries that specified wind shear as either a cause or factor in the accident. The NTSB has six identified cause/factor codes that are relevant to wind-shear: 2231: WINDSHEAR, 2238: MB/WET, 2239: MB/DRY, 2249: SUDDEN WINDSHIFT and 2244: THUNDERSTORM OUTFLOW. Some accidents were removed after being initially selected because the narrative indicated non-microburst related wind-shear (tropospheric gravity waves for instance). For completeness, we included data from 1975-81 prior to the NTSB standardization because these accidents formed the basis of the original TDWR report and provide the best measure of the unprotected rate of wind shear accidents. Selection criteria were more subjective but roughly equivalent to the later selection criteria for the pre-1982 accident reports. The breakdown of accident statistics for each measure of the three accident eras defined above is shown in Table 1. The protected accident rate removes the most uncertainty in the follow-on calculations of benefits as estimates of pilot training; PWS and the current ground-based system are all captured by this measure. However, as will be shown later we have calculated estimates of not only the ground-based system effectiveness but also for pilot training and PWS. Therefore, we can obtain estimates of the variability of the accident rate measure by cross-comparing the unprocessed “protected” accident rate with the other accident rate measures.

TABLE 1

Wind-shear accident statistics and rates for baseline, transitional, and protected time periods

Aircraft Category & Safety Era

PART 121/129 1975-85

PART 135/137 1975-85

PART 91 1975-85

Baseline (1975-85) # of Accidents 13 19 173

Fatal 400 35 37 Serious 131 16 33 Minor 28 3 14 None 1037 26 285

Personal Injury

Total Injuries 559 54 84 Destroyed 4 15 28 Substantial 8 4 82 Minor 0 0 0

Aircraft Damage

None 1 0 1

8

Operations (millions)

111.3 79.1 983.4

Safety Exposure Accident Rate (# acc per million ops)

0.1168 0.2402 0.1759

Transition (1982-94) # of Accidents 12 16 152


Personal Injury


Aircraft Damage

None 0 0 0 Operations (millions)

156.9 141.7 1098.2


0.0765 0.1129 0.1384

Protected (1995-2007) # of Accidents 2 5 83


Personal Injury


Aircraft Damage

None 1 0 0 Operations (millions)

181.7 187.0 1086.5


0.0110 0.0267 0.0764

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Table 2 lists the major air carrier accidents that have occurred since 1975 in the United States. Note that none of these accidents has occurred at an airport actively protected by a TDWR or WSP wind shear detection system. Figure 3 shows the timeline of accident occurrences from 1975 to present for all three aircraft categories. There has clearly been a marked decrease in the occurrence of wind shear related accidents even while total operations continue to increase.

TABLE 2

Part 121/9 air carrier wind-shear-related accidents, 1975 to 2006, in the US

Date Location Aircraft Fatalities Injuries Uninjured Aircraft Damage

24 Jun 1975 Jamaica, NY Boeing 727 112 12 0 Destroyed

7 Aug 1975 Denver, CO Boeing 727 0 15 119 Substantial

12 Nov 1975 Raleigh, NC Boeing 727 0 1 138 Substantial

23 Jun 1976 Philadelphia, PA Douglas DC-9 0 86 20 Destroyed

3 Jun 1977 Tucson, AZ Boeing 727 0 0 91 Substantial

25 Aug 1981 Miami, FL Boeing 727 0 20 117 Substantial

9 Jul 1982 New Orleans, LA Boeing 727 153 9 7 Destroyed

28 Dec 1983 New York, NY Boeing 727 0 0 127 Substantial

31 May 1984 Denver, CO Boeing 727 0 0 105 Substantial

13 Jun 1984 Detroit, MI Douglas DC-9 0 0 56 Substantial

19 Feb 1985 San Francisco, CA Boeing 747 0 2 271 Substantial

2 Aug. 1985 Dallas/Ft. Worth, TX Lockheed L-1011 135 28 2 Destroyed

25 Sep 1985 Unalaska, AK Boeing 737 0 1 20 Substantial

7 Apr 1986 Jamestown, NY Douglas DC-10 0 12 71 Minor

15 Sep 1987 Tulsa, OK Boeing 727 0 0 62 Substantial

25 Jan 1990 Cove Neck, NY Boeing 707 73 85 0 Destroyed

26 Apr 1993 Denver, CO Douglas DC-9 0 0 90 Substantial

2 Jul 1994 Charlotte, NC Douglas DC-9 37 20 0 Destroyed

25 Nov 1995 Portland, OR Boeing 737 0 1 111 None

22 May 1997 Newark , NJ Boeing 767 0 0 168 Substantial

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Figure 3. Timeline of wind-shear-related accident occurrences, 1975–2007, by aircraft category.

2.1.1 International Events

Wind shear activity is not restricted to the United States and there have been many reports of aviation accidents where wind shear is cited as a factor. The Aviation Safety Network (http://aviation-safety.net) and the NTSB have recorded over forty wind shear related accidents outside the US starting in the 1950s (Table 3). Accident reporting standards vary widely from country to country and US standards are among the highest in the world. Therefore, the international accidents listed here should be a conservative estimate of the total accidents and fatalities related to wind-shear. In fact, officials from the NTSB estimate that the wind shear accident rate internationally is roughly equivalent to the rates experienced in the US prior to the deployment of ground-based systems. Figure 4 illustrates this point by showing the number of accidents both within the United States and internationally broken down by time periods pre- and post-TDWR deployment in the US. Current estimates are that the total number of commercial aviation operations in the US is about equivalent to that of all the traffic in the rest of the world (NTSB, 2007).

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Figure 4. Comparison of major wind-shear-related accidents between accidents occurring inside and outside the US, 1975–2007.

0

2

4

6

8

10

12

14

16

18

20

1975-1994 1995-2007

Num

ber o

f Acc

iden

ts

Part 121/9International

12

TABLE 3

Known international wind-shear-related aviation accidents, 1975 to present (source Aviation Safety Network, NTSB)

Date Location Aircraft Fatalities Injuries Uninjured 15 Nov 1978 Sri Lanka Douglas DC-8 183 0 0

14 Mar 1979 Qatar Boeing 727 45 19 0

12 Apr 1980 Brazil B-727 55 3 0

27 Apr 1980 Thailand HS-748 44 9 0

7 Jul 1980 Kazakhstan Tupolev 154B 163 0 0

7 May 1981 Argentina BAC 111 31 0 0

16 Jun 1981 India HAL-748 0 0 28

27 Jul 1981 Mexico DC-9 30 6 0

4 Apr 1987 Indonesia Douglas DC-9 23 22 0

3 Sep 1989 Cuba Ilyushin 62M 171* 0 0

24 Jul 1992 Indonesia Vickers Vicount 70 0 0

21 Dec 1992 Portugal Douglas DC-10 56 44 240

14 Sep 1993 Poland Airbus A320 2 0 68

7 Jun 1997 Indonesia Casa 212 0 0 12

10 Jun 1997 Mongolia Y-12 7 5 0

10 Mar 1998 Zimbabwe BAe-146 0 0 66

28 Jan 1999 Italy MD-82 0 0 84

19 Mar 2000 Congo Antonev 26B 0 0 10

22 Jun 2000 China B-3479 42 0 0

7 Feb 2001 Spain Airbus A320 0 0 143

30 Aug 2002 Brazil EMB-120 23 8 0

27 Dec 2002 Belize Cessna` 0 0 14

21 Jul 2004 Mexico Douglas DC-9 0 0 56

9 Mar 2005 Belize Cessna 0 0 14

10 Dec 2005 Nigeria Douglas DC-9 108 1 0

23 Aug 2005 Peru Boeing 727 31 57 0

15 Apr 2007& Australia Boeing 737 0 0 100

* Includes 45 ground casualties & Preliminary analysis indicates wind shear may have been a factor

13

2.2 ACCIDENT RATE MODELING

As detailed above, there are three eras of accident rates that were calculated: baseline (1975–85), transitional (1982–94), and protected (1995–2007). Each time period captures a different state of wind shear mitigation, consequently we can use the models of pilot training, airborne systems and ground-based systems to transform accident rates between eras. Figure 5 illustrates this concept for Part 121/9 aircraft, the bars with hatching are the measured accident rates presented in Table 1. Each grouping of accident rates show the accident rate based on corrections for either adding or subtracting the impact of various safety measures. For example, the red hatched bar for 1975–85 represents the measured accident rate for that time period. When we correct this accident rate for the pilot training model discussed in Section 4 we obtain the solid green bar under the heading w/Pilot Training. Adding predictive wind shear systems results in the yellow bar and with the current ground-based constellation of TDWR, WSP, and LLWAS we obtain the blue bar. Conversely, the measured ‘protected’ accident rate from 1995–2007 can be corrected backwards to remove each mitigation technique. This manipulation of the accident rates allows us to obtain a better average estimate of the ‘unprotected’ accident rate that can be used for all benefits calculations. Variability for Part 135/7 and Part 91 aircraft is much larger than for Part 121/9 aircraft in part because the models for pilot training and estimates of impact on aircraft outside ground-based protection are more limited. Table 4 lists the pooled average accident rate and the range of values over the three corrected unprotected rates for each aircraft category.

Figure 5. Comparison of measured and mitigation-adjusted accident rates for unprotected (1975–85), transitional (1982–94), and protected (1995–2007) time periods.

14

TABLE 4

Average and range of wind-shear-related accident rates by category (# of “unprotected” accidents per million operations)

Aircraft Category Average Rate Range Part 121/9 0.1095 0.1045 – 0.1168 Part 135/7 0.2037 0.1299 – 0.2410 Part 91 0.1600 0.1201 – 0.1842

15

3. MEASURING WIND-SHEAR EXPOSURE

Obviously, knowing each airport’s exposure to wind-shear activity is a key factor in determining the relative accident risk at each airport. Each dot on the map shown in Figure 6 represents an airport that requires analysis, there are a total of 161 airports (San Juan, Puerto Rico [SJU] and Honolulu, Hawaii [HNL] are not shown). Details of the sites chosen and their respective wind shear protection systems are given in Appendix A. For a variety of reasons we don’t have a record of wind-shear activity at all of these sites (especially in the West and at small airports where we don’t have radar coverage). In order to measure wind shear exposure, microburst (MB) and gust front (GF) archive data were gathered from selected TDWR and ITWS installations. In Figure 6, the TDWR archive locations are shown in red, while the ITWS archive airports are shown in green. In some cases a single ITWS serves multiple nearby airports, such as the clustered dots shown near Miami, Houston, and DC. The archives are generally only a year in length and, as such, statistical and climatological analyses were performed to interpolate the record not only spatially but also temporally.

Figure 6. Location of study airports with TDWR (red) and ITWS (green) archive sites identified (San Juan, Puerto Rico, and Honolulu, Hawaii, not shown).

16

3.1 MICROBURST EXPOSURE

The TDWR and ITWS microburst archive data report the exact location and strength (expected wind shift loss across the alert) for each alert shape generated by either the TDWR or ITWS system, respectively. Each alert shape, however, does not necessarily represent a single microburst. The automated TDWR microburst algorithm (used to derive both TDWR and ITWS alerts) detects a wind shear and then a secondary algorithm (slightly different for TDWR than for ITWS) breaks up the detected region into alerts as a way of minimizing over-warning over the airport. In some cases the TDWR can generate more than a dozen shapes to represent a very large microburst. Because alert shapes may not represent a single wind shear and because TDWR and ITWS algorithms will output sometimes dramatically different numbers of shapes, we can’t simply count up all the alerts for each archive site and use this as the number of wind shear events. Instead, we chose to count the number of minutes that each site reported at least one microburst alert. These are called “unique” MB minutes, and Figure 7 shows a map of the unique minutes for each archive site (normalized to a full year and full 360 degree, 30 km radius TDWR scan). Note the exponentially higher levels of microburst activity in the Gulf region, and the strong drop-off in the Northeast and upper Midwest. Next, we needed to interpolate this snapshot of microburst activity over the entire country and at the same time account for climatology for year to year variations.

Figure 7. Measured number of minutes per year where at least one microburst was within a 30 km radius of the respective TDWR/ITWS archive site.

TDWR

ITWS

2714 3886

8010 6384

4326 9772 2661

4975

6233 11064

9106

Unique Minutes of MB Activity (2006-07)

16027

3778

4488

1458416553 21224

4641

17

There are two types of microbursts: wet and dry. Wet microbursts are driven by thunderstorms and their associated precipitation-driven outflows. As a well-measured surrogate of thunderstorm activity, we obtained a ten year climatology of average annual lightning flash rates over the US. Figure 8 shows the distribution of annual lightning flash rate intensity over the contiguous United States while Figure 9 shows the comparison of lightning flash rates to microburst minutes for all of the archived sites. In addition ceiling height, or the height at which clouds typically begin to form, can be utilized in two ways. For regions with relatively low cloud base heights in the summer (the West coast for example), microburst activity is suppressed. Secondly, dry microbursts are driven by evaporative cooling and that requires the depth through which the cold air falls to be large enough to generate sufficient force to produce a microburst. Cloud base height is a good measure of this depth and we utilized a 20-year climatology of hourly observations to measure average ceiling height over the active summer months (Figure 10). Finally, the elevation of the station is often indicative of the relative exposure to dry microbursts (Wolfson et al., 1988, 1994).

Figure 8. Ten-year lightning flash rate climatology (flashes/km2/year) (NASA, High Resolution Full Climatology Lightning Archive, http://thunder.msfc.nasa.gov/data).

18

Figure 9. The annual lightning flash rate vs. measured MB minutes.

All of these data were fit via a least squares fit and the resultant wind shear exposure formula is shown in Figure 11. Not unexpectedly, the most important factor in wind shear exposure is the density of the lightning flash rate (L) (Weber, 1998). In areas of moderate to high flash rate density, the wind shear exposure is driven by the thunderstorms that the lightning accompanies. The secondary factor of ceiling height is especially important in the high plains region where dry microbursts tend to dominate. Regions with very low lightning flash rates (< 1.0) tend to have very limited wind shear activity (the Pacific Coast region for example). Therefore, the non-lightning related terms in the equation (ceiling height and the constant) are tempered by a factor, F, that is simply L capped at 1.0.

19

Figure 10. Average summer ceiling height (meters above sea level). Raw data gathered from 20-year dataset of hourly station observations, interpolated to a grid by fitting to lightning and terrain data.

Figure 11. Microburst exposure model based on TDWR/ITWS archive data.

Overall, the model correlates well (r2 = 0.93) with the measured archive data (Figure 12). Remember, only one year of archive data was available, so we would not expect a perfect match because the lighting and cloud height climatology are helping to capture longer term averages of exposure risk. A map of the interpolated MB exposure over the entire US is shown in Figure 13.

MB = -0.7 * L3 + 52.7 * L2 - 726 * L + F * ( 19.6 * C + 499.5 ) Where: MB = The annual exposure to microbursts (minutes) L = Lightning flash rate F = The low lightning flash rate factor, capped at 1.0 C = The average summer ceiling height (meters)

20

The model estimates are for the same TDWR 360 degree scan, 30 km footprint around each station. However, the airport specific exposure would be limited by the size of the ARENA (AREas Noted for Attention) at each airport. The ARENA generally depicts the region of highest concern for wind shear detection. The ARENA size is dependent on the number of runways and the arrival and departure route configuration for each runway. The median arena size is 50 sq-km with the smallest being 25 sq-km and the largest 125 sq-km. The exposure for an individual airport then is equal to the MB exposure times the size of the ARENA divided by the TDWR microburst coverage area (2827.4 km2). Therefore, if we assume a random distribution of events, a median sized airport arena with 10,000 minutes of annual exposure in the TDWR scan area would roughly equate to 175 minutes of ARENA alert activity. Individual station values of MB exposure are shown in Appendix A (along with the gust front exposure counterpart).

Figure 12. Comparison of MB exposure model estimates to archive measurements (R2 correlation = 0.93).

21

Figure 13. US map of annual microburst exposure based on station archive model (1000s of minutes).

3.2 GUST FRONT EXPOSURE

The analysis of gust front exposure was similar to that of the microburst exposure. Archive data was gathered for a one year period, but only ITWS site data were available. As for microburst exposure, the gust front exposure is based on minute-by-minute activity of gust fronts. Therefore, the exposure is based on the number of minutes that each site reported at least one gust front alert. These are called “unique” GF minutes, and Figure 14 shows a map of the unique minutes for each archive site (normalized to a full year and full 360 degree, 18 km radius around the airport). Note that the gust front activity is far less variable than the microburst activity. Gulf region activity is roughly double that of some other parts of the country as opposed to the ten-fold increase seen in microburst activity. Gust front detections, while designed for thunderstorm outflows, often pick up passing cold-fronts and sea breezes and this may explain some of the reduced variability. Next, we needed to interpolate this snapshot of gust front activity over the entire country and at the same time account for climatology for year to year variations.

22

Figure 14. The measured number of minutes per year where at least one gust front was within an 18 km radius of the respective ITWS archive site.

Gust fronts are the leading edge of thunderstorm outflows, typically occurring many kilometers ahead of an approaching thunderstorm. The aviation safety hazard comes from the roll of winds at the leading edge of the outflow. Much like a microburst, crossing a gust front with its changing wind direction and shifting wind speeds can induce a drop in lift for the aircraft very near the ground. Most gust fronts have weak shear that will more likely cause a bumpy ride than an accident, but occasionally strong fronts can result in damage and injuries. As mentioned, the gust front detection algorithm will often find other types of fronts, such as cold fronts and sea breezes. But the predominant driver is the thunderstorm (Klingle-Wilson & Donovan, 1991). The gust front exposure model developed from the ITWS archive data is shown in Figure 15. As in the microburst model, lightning flash rate is by far the largest contributor; higher ceiling heights also increase the frequency of gust fronts. Gust fronts, like microbursts, are also tempered by an extremely low-lightning factor (flash rates < 1.0), F, to reduce exposure in the Pacific Coastal region. Figure 16 shows the comparison of measured archive data to model estimates. The overall correlation for this model was an R2 of only 0.69, and the ability to estimate regional differences was limited due to the reduced number of station archives that were available. Finally, Figure 17 shows a map of the estimated gust front exposure across the continental US (Appendix A gives a site by site breakdown).

TDWR

ITWS

2868 4131

4670 5293 10034

8452

4994

Unique Minutes of GF Activity (2006-07)

8194

7967

12138

23

Figure 15. Gust front exposure model based on ITWS archive data.

Figure 16. Comparison of GF exposure model estimates to archive measurements (R2 correlation = 0.69).

GF = 0.7 * L3 - 38.8 * L2 + 723 * L + F * ( 8.3 * C ) Where: GF = The annual exposure to gustfronts (minutes) L = Lightning flash rate F = The low lightning flash rate factor, capped at 1.0 C = The average summer ceiling height (meters)

24

Figure 17. US map of annual gust front exposure based on station archive model (minutes).

3.3 REFLECTIVITY DISTRIBUTIONS AND OUTFLOW HEIGHT

The effectiveness of wind-shear detection systems is partially dependent on the reflectivity embedded within the outflow and the height of overall outflow depth. During the research effort to develop the TDWR system, outflow characteristics were captured at the various test-bed airport installations. From these data we have direct measurements of microburst and gust front relative reflectivity distributions at the time of peak strength for several sites (Weber and Troxel 1994). Figure 18 shows the frequency distribution of reflectivity within microburst events as measured in Denver (red) and Orlando (blue). Denver is dominated by dry microbursts with greater than 80% of the microbursts there associated with reflectivities of less than 30 dBZ (moderate rain). Conversely, Orlando is dominated by wet microbursts with more than 80% of the microburst related reflectivity exceeding 30 dBZ. The microburst-relative reflectivity PDF varies primarily because of the relative frequency of dry and wet microbursts. By using the Orlando and Denver field study data as a reference we were able to generate site-by-site estimates based on ancillary weather archives (Biron, 1991).

25

Figure 18. Distribution of peak reflectivity associated with microburst outflows as measured at Denver, CO (red) and Orlando, FL (blue) TDWR field studies.

Unfortunately, even with the TDWR archive records that we were able to obtain, interpolating less than a dozen actual measurements of reflectivity distributions across the country would be impractical. However, we do have an estimate of the overall reflectivity distribution at each site based on a one-year archive of 15-minute NEXRAD composite 2 km data (courtesy Weather Services Incorporated, WSI). A 40 km × 40 km grid of NEXRAD reflectivities was analyzed for each site and the distribution of non-zero maximum reflectivities was utilized as an indicator of overall reflectivity tendency. NEXRAD distributions for Denver and Orlando were then used to normalize the profiles to the dry and wet field study profiles, respectively. Figure 19 shows the NEXRAD distribution of reflectivity for Denver (dashed red) and Orlando (dashed blue) for time periods when the sites had non-zero reflectivity. The field study curves (solid lines) are superimposed for comparison. Note that both sets of curves show a distinct separation in dry and wet site distributions. We then create a scaling by which we can transform the NEXRAD profiles into their respective peak outflow reflectivity curves (i.e., transform the dashed lines into the solid lines). A limiting factor for this scaling is that NEXRAD reflectivity below 5 dBZ is not reported, while TDWR reports reflectivity down to -20 dBZ. To compensate for this lack of sensitivity the NEXRAD frequency curve is continued linearly down from 10 dBZ to -20 dBZ. For all other sites, we must determine whether the site is more like a wet (MCO) or dry (DEN) site before the proper transformation weighting can be applied. Each site’s NEXRAD profile was compared to both the Denver and Orlando NEXRAD profiles and given a factor from 0.0 to 1.0 to represent whether it is a dry (0.0) or wet (1.0) site. The transformation curves are applied to the NEXRAD profile and then weighted according to the calculated dry/wet factor. Figure 20 shows the conglomeration of all 161

26

airport specific PDF distributions, while Figure 21 shows a map of the dry/wet tendency overlaid on a map of the US. Dry sites are mostly in the high plains, while wet sites are predominantly in the Gulf of Mexico and southeastern US.

Figure 19. Distribution of NEXRAD reflectivity for Denver, CO (dashed red) and Orlando, FL (dashed blue).

Figure 20. Compilation of wind-shear relative reflectivity distributions for all sites.

27

Figure 21. Dry/wet profile tendency by site.

The vertical extent of an outflow is an important factor in determining how well a radar or Lidar system will be at detecting wind shears. Shallow outflows are difficult for radars to see at a distance due primarily to line-of-sight issues. The peak outflow strength occurs in the lowest 100 meters and drops of with height. Wind shear detection systems can often detect outflows at higher elevations despite these weaker signatures. The simulation model for this study assumed that events were detectable up to the point that the outflow strength had dropped to 50% of its peak value. In addition, field study data indicate that the depth of microburst outflows varies depending on the distribution of dry and wet microbursts (Biron, 1991). Figure 22 illustrates the cumulative distribution of outflow depths (the height at which for each of the 161 study airports. The distributions are color-coded by reflectivity tendency (red for dry, blue for mixed and green for wet). Note that wet microbursts tend to be shallower while dry events more frequently begin higher up. However, the upper range for all outflow depths is fairly constant at just over 1 km.

28

Figure 22. Cumulative frequency of outflow depths for all sites color-coded by reflectivity profile tendency (red-dry, blue-mixed, green-wet).

Gust front characteristics do not vary as greatly with location, so we were able to use average profiles of reflectivity and outflow height based on observations from TDWR field sites (Klingle-Wilson and Donovan 1991). Figure 23(a) displays the observed average gust front reflectivity PDF and (b) the PDF for maximum depth of the gust front velocity signature.

29

Figure 23. Gust front profiles for (a) peak reflectivity distribution associated with gust front and (b) distribution of maximum outflow depth (peak height of radar-detectable shear) (profile is the same for all sites).


31

4. WIND-SHEAR MITIGATION TECHNIQUES AND DETECTION SYSTEM EFFECTIVENESS

4.1 MODELING PILOT TRAINING IMPACTS

After the 1975 Eastern Airlines crash in New York was attributed to a microburst, pilots were trained in ways to recognize, avoid, and recover from wind-shear encounters. The FAA’s wind shear training aid program started in 1987 and it stresses recognition and avoidance of wind-shear hazards. Pilots are told to look for visual clues such as virga (elevated rain shafts), plumes of dust and debris at the surface, and intense rain shafts that could all be indicative of microburst activity. Awareness is always heightened any time thunderstorms are present in the airport region. Once these visual clues are seen, pilots are told to avoid the area under and around such features. However, in the event that the pilot enters the outflow the FAA has defined specific criteria for maneuvering up and out of the hazard. So, there are three parts to the impact of pilot training: How visible are the visual clues that the pilot must see? How effective will a pilot be at recognizing the necessary features and avoiding the hazardous regions? And, what is the likelihood that the pilot can extract the aircraft if it nevertheless enters an outflow region?

Figure 24. Equation for estimating the likelihood that a pilot will observe visual characteristics of an outflow.

4.1.1 Visibility of Outflow Features

Figure 24 illustrates an expression for the ability of pilots to see the visual microburst clues that they were trained to identify. The model concept is based on the method defined in the 1994 TDWR system engineering study, but with significantly more refined inputs (Martin Marietta, 1994). Identifying visual microburst features is dependent on the event being during daylight/twilight hours and the ground being

32

visible through clouds and precipitation. The time of day distribution of microbursts was based on an archive dataset of microburst activity (detailed in Section 3). From this dataset we were able to determine the percent of time that microbursts actually occurred during daylight for a sub-sample of airports. Data ranged from 71% daylight in Twin Falls, ID to a peak of 83% in Fort Lauderdale, FL. Obviously, this factor is highly dependent on the latitude of the site because more daylight hours are available. But, it is also impacted by the frequency and intensity of microburst activity. Figure 25 shows the estimated microburst daylight frequency breakdown across the continental US based on a model fit of the archive data.

Figure 25. Estimated frequency of daylight microburst activity (%).

Secondly, pilot observations can be restricted by the presence of clouds and precipitation that is blanketing the region around an airport. By utilizing a one-year archive of NEXRAD reflectivity we examined the region within 20 km of all studied airports and calculated a % obscured field. If more than a third of the region had measurable reflectivity it was assumed that the precipitation and clouds in the region would cover the airport region and a pilot would be unable to see most visual cues. The coverage estimates are broken down by times of high and low reflectivity (using 30 dBZ as the divider). High reflectivity, or wet, microburst environments typically have widespread precipitation coverage that makes it more difficult to see outflow events, while low reflectivity (dry) environments have fewer meteorological obstructions. On average, wet environments are obscured about 50% of the time, while dry environments are obscured just 15% of the time.

33

Finally, we must estimate the human factor that even if a pilot could see a hazardous outflow, would he recognize it as a hazard? There are very little hard data to generate this number. Even if we were to know how many outflows with visual clues were visible to a pilot we have no way of tracking how many the pilot would actually recognize. Therefore, we are simply using a flat estimate of 50% as was used in the original TDWR study in 1994. Table 5 details the effectiveness factors for pilot observation at a subset of airport locations, the site by site breakdown can be found in Appendix B. In Table 5, the %Human column captures the human factor discussed above (50%) and %Effectiveness is simply %Voutflow (see Figure 24) X %Human.

TABLE 5

Sampling of site-specific pilot observation factors that impact a pilot’s ability to visually recognize wind shears

Airport %Daylight %Wet %WetView %Dry %DryView %Human %Effectiveness

BOS 75 63 28 37 69 50 16

ORD 77 58 36 42 83 50 21

DEN 76 43 35 57 84 50 24

LAS 77 38 70 62 83 50 30

MSY 81 70 72 30 98 50 32

MIA 84 84 71 16 96 50 31

4.2 ESTIMATING AIRBORNE WIND-SHEAR SYSTEM IMPACTS

The Federal Acquisition Rule (FAR) 121.358, issued on 9 May 1990, required that all Part 121 aircraft be equipped with either a “reactive” wind shear warning and flight guidance system or a “predictive” wind shear (PWS) radar. The reactive system technology was developed in the mid-1980s by Boeing and Sperry and certified by the FAA in November 1985 as an enhancement to onboard Performance Management Systems (PMS). Primary inputs are true airspeed, angle of attack, longitudinal acceleration, normal acceleration and pitch. Performance was certified using computer models representing documented wind shear conditions. Table 6 lists the effectiveness probabilities that an aircraft equipped with a reactive system would recover from a wind-shear encounter without coming in contact with the ground (Martin Marietta, 1994). But, the raw accident rate that is used for the basis of this safety analysis already has the recovery of aircraft built into the analysis. Recovery is enhanced, however, as new, higher performing, aircraft are placed in service. The current mix of 2-, 3-, and 4-engine aircraft increases the overall performance expectation of the overall fleet by 10 percentage points over that of the 1975–85

34

period (FAA, 2008). This 10% increase in performance is taken into consideration when factoring airborne capabilities.

TABLE 6

Estimates for the effectiveness of reactive wind-shear warnings and the overall effectiveness when combined with aircraft performance criteria

Lowest Most Likely Highest Probability that RWS warning would results in effective recovery

23.6% 37.5% 48.2%

Cumulative probability based on aircraft performance 27.4% 43.8% 58.6%

Predictive wind shear warning systems were developed in the early 1990s by NASA Langley Research Center. Microwave radar, Lidar and passive infrared detection systems were evaluated through simulations and flight testing in conjunction with FAA prototype testing of TDWR in Denver, CO and Orlando, FL. The first microwave PWS radar was certified by FAA in September 1994 and today several systems are available for Part 121 aircraft (e.g., the Rockwell-Collins WXR-700 and the Honeywell, RDR-4B). PWS radars compatible with regional jet size constraints are not available at present. Figure 26 illustrates a wind shear encounter timeline for a PWS. Note that the warning horizon with these systems is extended up to 2 minutes.

35

Figure 26. National PWS radar wind-shear encounter scenario. MIT/LL polled the major airlines to estimate the percentage of the commercial fleet currently equipped with PWS radars, and to obtain feedback on the operational value of both reactive systems and PWS radars. Table 7 shows that approximately 67% of the U.S. commercial part 121 fleet was equipped with and utilized PWS radars at the time of this survey (September 2007). This rate, while above the 1994 report predictions, is increasing at a slower pace as older aircraft are replaced by PWS-equipped new Boeing or Airbus aircraft. Some airlines expressed that with the heavy coverage of ground-based systems, the investment in installing and maintaining airborne PWS systems was less compelling. In addition, foreign air carriers were not surveyed for this analysis but are likely to be less equipped for wind shear protection. For these carriers, representing approximately 25% of aircraft operations, we estimated 50% equipage. Hence, the estimate used for PWS equipage was dropped from 67% to 63%. Finally, although manufacturers are developing regional jet PWS systems, there is no guarantee that this will be technically or economically feasible for this aircraft class (and even less so for General Aviation).

1400

1200

800

600

400

200

Alti

tude

(fee

t)

1000

16:00:00 16:00:18 16:00:36 16:00:54 16:01:12 16:01:30 16:01:48 16:02:06 16:02:24 Local Time

WindshearAdvisory

IconWindshearChime and

Caution Light

“GO AROUNDWINDSHEAR AHEAD

WARNING”


WARNING”

Reactive WindshearDetection System’s

Initial Response

Air Mass F-Bar0.12 Peak

175

165

155

Airs

peed

(kts

)RDR-4B Forward-Looking Windshear Detection Capability

Notification span PRIOR to windshear encounter

15 secs prior notice0.7 nm slant range



1400

1200

800

600

400

200

Alti

tude

(fee

t)

1000

16:00:00 16:00:18 16:00:36 16:00:54 16:01:12 16:01:30 16:01:48 16:02:06 16:02:24 Local Time

WindshearAdvisory

IconWindshearChime and

Caution Light

WindshearChime and

Caution Light


WARNING”


WARNING”


Initial Response


Initial Response

Air Mass F-Bar0.12 Peak

175

165

155

Airs

peed

(kts

)RDR-4B Forward-Looking Windshear Detection Capability

Notification span PRIOR to windshear encounterRDR-4B Forward-Looking Windshear Detection Capability

Notification span PRIOR to windshear encounter




36

TABLE 7

U.S. Part 121 fleet equipage percentages for PWS radars, based on a telephone poll of industry representatives in September 2007*

Carrier Total Fleet Size Fleet with PWS % Usage

American 685 122 18 %

Southwest 511 511 100 %

United 460 400 87 %

Delta 436 275 63 %

Northwest 375 58 15 %

Continental 348 348 100 %

USAirways 266 266 100 %

AirTran 114 114 100 %

Jet Blue 106 106 100%

Totals 3301 2078 67 %

*While these ten airlines represent the vast majority of major airline traffic in the US, this table does not include foreign carriers that are more likely to be less equipped for wind shear protection.

As noted in Weber & Cho (2005), the field validation of the reactive wind shear systems and PWS radars has not been nearly as extensive as was accomplished for the FAA ground based warning systems. Manufacturers continue to do some flight testing, but certification has been accomplished entirely through computer simulated microburst penetration data. The airline users we spoke with generally felt that the PWS radars were useful, but they uniformly emphasized that these were not a substitute for the ground based systems. Broad-area situational awareness of wind shear – not attainable with the limited range, on-board systems – was felt to be essential for minimizing encounter risk. The reactive wind-shear systems were stated to be ineffective by those users who commented on their performance. As mentioned, the effectiveness of PWS radars has only been measured in simulated environments where it often exceeds 95% effectiveness (Martin Marietta, 1994). However, based on the known limitations of the PWS in dry environments, effectiveness values are reduced based on the distribution of outflows associated with weak reflectivity. Appendix B lists the estimated effectiveness of PWS at each airport based on the sites reflectivity profile.

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4.3 MODELING GROUND-BASED WIND-SHEAR SYSTEM EFFECTIVENESS

One of the key factors in estimating the benefits of a terminal wind-shear detection system is its performance. Thus, it is necessary to quantify the wind-shear detection effectiveness for each sensor, preferably on an airport-by-airport basis. To consider sensors that are not yet deployed models must be developed that take into account the various effects that factor into the detection probability. This section gives a brief summary of the models that were developed. Complete description and technical details are provided in a separate report (Cho and Hallowell, 2008). The sensors considered in this study are the existing FAA terminal wind-shear detection systems: the Low Altitude Wind Shear Alert System (LLWAS) (Wilson and Gramzow, 1991), the Terminal Doppler Weather Radar (TDWR) (Michelson et al., 1990), and the Airport Surveillance Radar Weather Systems Processor (ASR-9 WSP) (Weber and Stone, 1995). We also included the Weather Surveillance Radar 1988-Doppler (WSR-88D, commonly known as NEXRAD) (Heiss et al., 1990) in this study. Although not specifically deployed to be a terminal wind-shear detection radar, the NEXRAD is a high-performance weather radar that is capable of providing useful wind-shear data if it is located close enough to an airport. Furthermore, we included new sensors in addition to the currently deployed systems. For reasons to be explained later, a Doppler Lidar is expected to be a good complement to radar for wind-shear detection. The Lockheed Martin Coherent Technologies (LMCT) Wind Tracer Lidar is a commercially available product that has been operationally deployed at the Hong Kong International Airport along with a TDWR (Chan et al., 2006). It has likewise been suggested as a complementary sensor at major U.S. airports where radar alone has not been yielding satisfactory wind-shear detection performance. (The FAA has recently decided to purchase one for the Las Vegas airport.) To offer a stand-alone wind-shear detection package, LMCT has proposed an X-band radar to go along with the Lidar, so we included this sensor in our analysis also.

Airports that presently have coverage by TDWR (46), ASR-9 WSP (35), and LLWAS-RS (Relocation/Sustainment) (40) were selected for this study. An additional 40 airports without wind-shear sensors were included, based on a change in FAA policy to also protect non-Part-121 aircraft from wind shear hazards. Table 8 shows which sensors already exist at which airports, and which sensors are considered for new deployment at which airports. We did not consider the possibility of installing new TDWRs or ASR-9s due to prohibitive cost; new WSPs are only considered for already existing ASR-9s. Deploying new or moving existing NEXRADs was not considered.

38

TABLE 8

Sensors vs. airports included in study

Airport (161) Sensor

TDWR (46) WSP (35) LLWAS-RS (40) Other (40)

TDWR Existing N/A N/A Existing*

WSP New Existing N/A Existing*

LLWAS Existing (9)

New (37) New Existing New

NEXRAD Existing* Existing* Existing* Existing*

LMCT Lidar New New New New

LMCT X band New New New New

* Closest to airport.

Wind-shear detection performances of sensor combinations were also analyzed (see Table 9).

TABLE 9

Sensor combination vs. site

Sensor Combination Site TDWR + Lidar TDWR and other airports TDWR + LLWAS TDWR and other airports TDWR + NEXRAD TDWR and other airports TDWR + NEXRAD + LIDAR TDWR and other airports TDWR + NEXRAD + LLWAS TDWR and other airports WSP + Lidar TDWR, WSP, and other airports WSP + LLWAS TDWR, WSP, and other airports WSP + NEXRAD TDWR, WSP, and other airports WSP + NEXRAD + Lidar TDWR, WSP, and other airports WSP + NEXRAD + LLWAS TDWR, WSP, and other airports NEXRAD + Lidar All airports NEXRAD + LLWAS All airports X-band + Lidar All airports X-band + LLWAS All airports

39

Note that, at the present time, NEXRADs are not suitable for microburst detection and warning, because their update rates (~5 minutes) are too slow to meet the FAA requirement. (For gust-front detection and tracking, the update rates are adequate, and the FAA already takes advantage of NEXRAD data for this purpose (Smalley et al., 2005).) Thus, even though the NEXRAD microburst detection probabilities we estimate in this study may, in some cases, appear to be acceptable, actual operational use would require that a substantially faster volume scan strategy be implemented. As a tri-agency radar with the FAA as a minor stakeholder, it may be problematic to prioritize the NEXRAD for terminal microburst detection in this way. The wind-shear phenomena for which we computed detection probabilities are the microburst and gust front. There are, in fact, other forms of hazardous wind-shear, such as gravity waves, but these are the only ones for which FAA detection requirements exist at this time. The detection coverage areas assumed was the union of the Areas Noted for Attention (ARENAs) for microbursts and an 18-km-radius circle around the airport for gust fronts (Figure 27). An ARENA polygon consists of the runway length plus three nautical miles final on approach and two nautical miles on departure times a width of one nautical mile. The 18-km extent of the gust-front coverage corresponds to the distance a gust front would travel at 15 m s-1 for 20 minutes, which is an appropriate metric for gust-front anticipation lead time in the context of airport operations. Gust-front detection is important for delay reduction benefits. (For reference, the TDWR generates gust-front products out to 60 km from the airport.)

Figure 27. Wind-shear coverage domains used in study. White space illustrates terrain blockage.

4.3.1 Radar Performance Analysis

Of the radar systems considered in this study, the TDWR has the best performance characteristics for terminal wind-shear detection—it has the highest weather sensitivity, the narrowest antenna beam (for clutter avoidance), and its use is 100% dedicated to this mission. It also incurs the highest cost to the FAA, because it is not shared with other agencies or missions, and it is located on its own site away from the airport. The WSP is a signal processing system that is piggybacked onto the ASR-9 terminal aircraft surveillance radar, so the incremental cost is quite low. However, being dependent on the vertical fan

Gust front domain

Microburst domain

Radar

40

beam and rapid scanning rate of the ASR-9, it is far from an ideal system for low-level wind-shear detection. The NEXRAD is only slightly less sensitive to weather compared to the TDWR, has a 1° antenna beam, and its cost is shared by two other agencies besides the FAA. However, it is often not located close enough to the airport, and its volume scanning strategy, which is tailored to wide-area coverage, is too slow for microburst alerting. The proposed LMCT X-band radar should have performance and cost profiles that are somewhere in between the TDWR/NEXRAD and WSP extremes. The radar system sensitivity was the starting point of our analysis. Shown in Table 10 are some of the relevant system parameters and the minimum detectable dBZ at 50-km range for the four radars studied. Although the latter quantity does not include precipitation attenuation effects, the impact of attenuation was included in the X-band analysis as the impact on performance can be significant.

TABLE 10

Radar System Parameters

Parameter TDWR ASR-9 WSP NEXRAD LMCT X-band

Peak Power (kW) 250 1,120 750 200

Pulse Length (μs) 1.1 1 1.6 0.4

Antenna Gain (dB) 50 34 45.5 43

Beamwidth (Az x El) 0.55° x 0.55° 1.4° x 4.8° 0.925° x 0.925° 1.4° x 1.4°

Beam Elevation Angle 0.3° 2° 0.5° 0.7°

Wavelength (cm) 5.4 11 10.5 3.3

Max. Clutter Suppression (dB) 57 (60*) 48 (60*) 50 (60*) 50

Rotation Rate (°/s) ~ 20 75 ~ 20 ~ 20

Pulse Repetition Frequency (Hz) ~ 1600 ~ 1100 ~ 1000 ~ 2500

Min. Detectable dBZ @ 50 km** -11 7 -10 -3

*After upgrade. **Without precipitation attenuation. Radar signal detection can be noise limited or clutter limited. In the latter case, the clutter suppression capability determines the detection performance. All three existing radars (TDWR, NEXRAD, ASR-9) which have klystron transmitters, are undergoing or expected to undergo an upgrade that will bring the maximum possible clutter suppression to about 60 dB. The LMCT X-band radar has a magnetron transmitter with an expected maximum clutter suppression capability of 50 dB. For the results used in the cost-benefit analysis we used the post-upgrade performance figures.

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The ability of a radar system to detect low-altitude wind shear depends not only on the radar sensitivity and clutter suppression capability, but also on viewing geometry, clutter environment, signal processing and detection algorithm effectiveness, and the characteristics of the wind shear itself (Figure 28). Thus, although the system characteristics may be invariant with respect to location, there are many site-specific factors that affect the probability of detection (Pd) performance. In this study we tried to objectively account for as many of these factors as possible.

Figure 28. Illustration of various factors that impact radar wind-shear detection probability.

A high-level flow chart of the radar wind-shear Pd performance estimator is shown in Figure 29. For each radar at a given site, a clutter residue map (CREM) was generated using digital terrain elevation data (DTED), digital feature analysis data (DFAD), and radar characteristics. Probability distribution functions (PDFs) of the wind-shear reflectivity, p(ZW), and outflow depth PDF, p(hW), were also generated for each radar at a given site. These were produced using a combination of wind-shear data collected during field experiments and modeling based on nationwide proxy parameters. The interest area, as explained previously, was the union of the ARENAs for the microburst case and an 18-km radius circle around the airport for the gust front case.

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Figure 29. Flow chart of the radar wind-shear Pd performance estimator.

With a range-azimuth grid centered on the radar, for each cell inside the interest area the minimum detectable reflectivity is computed. This calculation involves the factors shown back in Figure 28 as well as others—system sensitivity, terrain blockage, clutter signal and the ability of the system to suppress it, range-alias contamination likelihood and the capacity of the signal processing to mitigate it, signal loss and clutter gain due to partial beam filling, and attenuation due to intervening precipitation. The probability of the wind-shear signal being visible above the noise and clutter in that cell is computed by integrating upward from the minimum detectable reflectivity over the wind-shear reflectivity PDF. The mean over all the cells in the interest area are then calculated with the result from each cell weighted by its area. This overall wind-shear “visibility” is then multiplied by the maximum success rate of the wind-shear detection algorithm, i.e., the best detection rate (for a specified false alarm rate) that the algorithm can yield if given noise-free images of wind-shear, to arrive at the estimate of wind-shear detection probability.

For the X-band radar, it is possible to have a maximum detectable reflectivity in addition to the minimum limit, because highly reflective weather can also attenuate the signal severely at these shorter wavelengths. In this case, the integration over the wind-shear reflectivity PDF is taken from the minimum to the maximum detectable reflectivities. For siting, we arbitrarily placed the X-band radar in the center of the union of the ARENAs on an 8-m tower. Determining whether this would be feasible or optimal was well beyond the scope of this study.

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4.3.2 Lidar Performance Analysis

The LMCT Doppler Lidar operates at a wavelength of 1.6 μm with an average transmitted power of 2 W. It has a laser beam diameter of 10 cm, a range resolution of 30 to 50 m, and a maximum scan rate of 20° s-1. For a more detailed description, see Hannon (2005). Lidars operate at much shorter wavelengths than radars, and the balance between scattering and attenuation relative to particles in the atmosphere is quite different. For a Lidar, the maximum range occurs in the absence of large, attenuating precipitation particles, and in the presence of aerosols that provide effective backscattering. The detection range generally decreases with increasing dBZ along the propagation path. Therefore, the integration over the wind-shear reflectivity PDF in computing the visibility should be computed downward from a maximum detectable reflectivity. This is a simplified model of the actual physical process, because dBZ is a radar-based quantity that corresponds well to the Lidar attenuation but not the backscattering strength. For our analysis, we were only concerned with two specific meteorological situations—a microburst at close range and a gust front approaching from a distance. Based on a sensitivity model that incorporated field testing data, LMCT provided us with maximum range vs. dBZ curves for the microburst case and for the gust-front case at wet and dry sites (Figure 30). The gust-front detection ranges are enhanced relative to the microburst detection range, because the leading edge of a gust front contains a wealth of scattering sources for the Lidar, while the air mass preceding it is often quite clear. The wet-site gust front tends to have more precipitation in the vicinity of the front, so the range is reduced. A receding gust front would tend to have much more precipitation between it and the Lidar, but this is a situation that is of much less importance to the safety and delay reduction missions of the terminal wind-shear sensor.

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Figure 30. LMCT Doppler Lidar maximum detection range vs. weather radar reflectivity. The current Lidar obtains samples up to only about 12 km in range due to signal processor limitations. However, according to LMCT, it would be quite feasible to upgrade the processor to allow sampling up to 18 km in range. Therefore, as with the radars, we assumed a post-upgrade capability for the Lidar.

Because the Lidar beam is collimated, we assumed that it successfully avoids ground clutter altogether. (We did include terrain blockage for the 18-km-radius-around-the-airport gust-front case, assuming a beam elevation angle of 0.7°.) Thus, the detection probability estimation scheme, which follows the radar model, becomes much simpler because the clutter effects are removed. These characteristics of the Lidar (maximum sensitivity at low dBZ and not being affected by clutter) make the Lidar an ideal complement to a radar. As with the X-band radar, we assumed that it would be sited in the center of the union of the ARENAs on an 8-m tower.

4.3.3 LLWAS Performance Analysis

The LLWAS obtains its wind measurements from anemometers mounted on towers at multiple locations in the airport vicinity. The wind-shear detection coverage provided is therefore directly dependent on the distribution of the anemometers and is limited to a small area compared to the radars and Lidar. The

45

number of sensors per airport is 6–10 for the LLWAS-RS and 8–32 for the LLWAS-NE++ (network expansion). The coverage provided at each LLWAS-equipped airport is given in the data base as (nautical) miles final on arrival and departure for each runway. Since the ARENA is a one-mile-wide corridor from three miles final arrival to two miles final departure (runway inclusive), it is simple arithmetic to compute the LLWAS coverage from these numbers. The microburst detection probability is then estimated as the product of the coverage and the LLWAS detection algorithm detection probability, which we took to be 0.97 (for a false alarm probability of 0.1) (Wilson and Cole, 1993). To verify the accuracy of the data base, we ran the NCAR code (courtesy of W. Wilson) originally used in the development of the LLWAS microburst detection algorithm to compute the coverage at Orlando (MCO) with the actual airport configuration file (ACF) ingested by LLWAS. The coverage based on the database numbers yielded 87% while the NCAR code with ACF gave 88% coverage, an excellent agreement.

4.3.4 Sensor Combination Analysis

Fusion of data from multiple sensors has the potential to increase wind-shear detection probability. At the minimum, holes in the coverage of one sensor due to blockage, clutter residue, lack of sensitivity, etc., may be filled in by another sensor with better sensing conditions in those areas. Line-of-sight velocity fields cannot be directly merged for non-collocated sensors, but sophisticated detection algorithms that perform fuzzy logic operations on interest fields would allow merging at that level instead of at the base data level. Therefore, for radar + radar and radar(s) + Lidar combinations, we computed the visibility pixel-by-pixel for each sensor and took the greater value before summing over interest area. In the case of radar(s) + LLWAS, the detection phenomenologies are independent of each other. The data on which the detection algorithms work are quite different—volumetric base data for the radar and point measurements of surface winds for the LLWAS—so they cannot be fused together in the same way as the radar and Lidar data. In practice, the detection alert is issued after combining the wind-shear message outputs from the two systems (Cole 1992). Thus, we took the detection probability, Pd, for each sensor and combined them as Pd(combined) = 1 – [1 – Pd(radar)][1 – Pd(LLWAS)]. In theory, the false alarm rates also combine to increase in similar fashion. However, clever use of all the available contextual data can reduce false alarms (Cole and Todd 1996) so we assumed that the false alarm rate stayed constant.

4.3.5 Discussion of Performance Results

The complete wind-shear detection probability estimates are tabulated in Appendix C. Note again that post-upgrade performance characteristics were assumed for the TDWR, ASR-9 WSP, and NEXRAD. (For comparison purposes, single-radar results for the “legacy” systems are also given in Cho and Hallowell (2008).) The summary results for each class of system are given below.

The post-upgrade TDWR is expected to meet the microburst detection requirement at all airports, except for Las Vegas (LAS) due to the severe road clutter there. For gust-front coverage within the 18-km-radius interest area, the TDWR also does very well except for Las Vegas, Phoenix (PHX), and Salt Lake City (SLC). Since the gust-front reflectivity PDF used was the same for every airport, the poor performance at

46

these three airports are due to terrain blockage and clutter, and not due to the dryness of the sites. This conclusion is reinforced by the high detection probabilities at Denver (DEN), which is the fourth “dry” site. Preexisting TDWRs are close enough to four non-TDWR airports to provide satisfactory wind-shear detection capability (MCO for ORL and SFB, ATL for PDK, and TPA for PIE).

The ASR-9 WSP, as expected, does not perform as well as the TDWR. The reduction in capability is more pronounced for gust fronts. As a potential replacement for the TDWR, a serious problem is that there is no ASR-9 at five of the TDWR airports (DAL, LGA, MDW, PBI, and SJU) and WSPs installed at the closest ones would not yield adequate capability at those sites. Unlike with the TDWR, the dry-site microburst reflectivity PDFs do have a significant negative impact on detection probability as can be seen from the Denver results. This is due to the much lower sensitivity of the ASR-9.

The NEXRAD would yield performance comparable to the TDWR if located close enough to the airport, which is the case for only 20% of the study airports. (Also, we note again that the current operational NEXRAD scan update rates are not fast enough for microburst detection.)

The performance of the proposed LMCT X-band radar falls between that of the TDWR and WSP in general. Site-specific results for the X-band system should be taken with a grain of salt, since the assumed siting at the center of the union of the ARENAs with a tower height of 8 m is neither optimized nor known to be feasible. Actual siting will have an effect on the Pds for better or for worse. For example, the extremely poor performance in Pittsburgh (PIT) indicates that a more careful siting analysis is needed before a new radar is placed there.

Clearly, the Lidar by itself is not sufficient for acceptable terminal wind-shear detection performance. However, it is an excellent complement to a radar. In fact, any of the four radars considered, properly sited, is projected to deliver satisfactory wind-shear detection performance, provided that the data from the two sensors are optimally integrated.

Almost all LLWAS systems do not have enough anemometers to cover all of the ARENAs at an airport, hence the fairly low microburst detection rate (gust-front detection out to 18-km is obviously not feasible for an LLWAS). The exception is Denver with its 32 anemometers. Combined with a properly sited radar, the microburst detection performance is expected to be quite good, although not as good as the Lidar + radar combination at the more difficult (dry or heavy road clutter) sites. And, of course, there is no boost to the 18-km gust-front coverage with an LLWAS.

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5. METHODOLOGY FOR BENEFITS AND COSTS ASSESSMENT

The time period used for all calculations is from 2010 to 2032; this is primarily driven by the evaluation of potential alternatives. Current configurations of systems are assumed to continue from 2010 to 2012 and then alternative costs and benefits are figured for a 20-year life-cycle (2013–2032). Some alternatives may take longer to implement than others, but the 3-year assumption allows for similar cost comparisons between the various system combinations. Cost and benefits projection require that forecasted values be depreciated back to a constant dollar figure, in this case we use FY08 constant dollars. Therefore, for both benefits and analysis figures an FAA recommended value of 7% is used for this depreciation (FAA, 2007). Note that this is particularly important when it comes to costs of initial implementation, as these costs will be depreciated the least.

5.1 ASSESSING SAFETY BENEFITS

The potential safety benefits for each airport and each category of aircraft for each ground wind shear system configuration is based on five factors as shown below. Accident costs capture the expected societal and actual costs that are expected to occur if an aircraft crashes due to wind shear. Accident Rates estimate the frequency with which accidents would occur, given that no ground-based wind shear systems were present. Forecasted operations and enplanement rates are used to predict future safety exposure based on the number of aircraft and people at risk over the evaluation period (2010–2025). The Safety Weather Exposure Factor (SWEF) is a measure of the relative exposure of an airport’s operations to wind shear. Finally, the change in system efficiency measures the difference between the current ground-based wind shear detection system and each alternative. Potential

Safety Benefits

($)

= Accident Costs ($ ) ×

Accident Rates

(accidents per

operation)

×Forecast

Operations & Enplanements

×

Safety Weather Exposure

Factor (SWEF)

×

Change in System

Efficiency relative to Baseline

5.1.1 Accident Costs

Accident costs are calculated based on values defined in FAA guidelines for economic analyses (GRA, 2007) and (FAA, 2008). Tables 11 and 12 show the recommended values for personal and infrastructure losses in an aviation accident.

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TABLE 11

Actuarial data for personal injury or fatality Category Cost ($) Fatality $ 5,800,000

Serious Injury $ 1,087,500 Minor Injury $ 11,600

TABLE 12

Estimated market values of aircraft repair/replacement

Aircraft Category

Aircraft Damage Air Carrier Air Taxi General Aviation

Replacement $ 11,460,000 $ 1,817,062 $ 361,940

Restoration $ 3,700,000 $ 85,154 $ 35,070

Investigation $ 449,000 $ 449,000 $ 35,100

To evaluate the cost of a typical wind shear accident, we must estimate the accident ‘structure’ based on the breakdown of personal injury and infrastructure losses from previous wind shear accidents. Some of this data was presented in Section 2; the relative infrequency of wind shear related accidents in recent years and concerns that relying on a small sample to be representative demands that we pool all the available accident data when estimating accident structure. However, there is some evidence from the data that wind shear accident severity in the mid-late 1970s was significantly higher than it is today. There are several possible explanations for this: enhanced pilot training, improved aircraft performance, and/or widespread awareness of hazardous conditions (from wind shear radar systems). However, since the evidence for reduced severity is extracted from the relatively few events that occurred during the era where ground-based wind shear systems had already been installed it is difficult to quantify the reduction accurately. Therefore, utilizing an average of all the accident severity data would seem acceptable for evaluating the relative worth of ground-based systems. Table 13 lists the distribution of personal fatalities/injuries and infrastructure losses from all accidents over the period 1975–2007.

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TABLE 13

Pooled accident structures, 1975–2007 Aircraft Category

Air Carrier Air Taxi General Aviation

People Number of passengers

105.9 2.6 2.5

Load factor 80% 100% 100% Fatality 22 % 31 % 10 % Serious 10 % 15 % 9 % Minor 3 % 12 % 19 % Aircraft Destroyed 30 % 63 % 24 % Substantial 55 % 38 % 76 % Minor 5 % 0 % 0 %

Utilizing the tables above, the average safety costs associated with a wind shear accident can be calculated as shown in Table 14.

TABLE 14

Estimated average wind-shear-related accident costs Aircraft Category

Costs (2008 $$)

Air Carrier

Air Taxi

General Aviation

People $ 117,345,503 $ 5,086,966 $ 1,714,929 Aircraft $ 5,922,000 $ 1,626,108 $ 148,620 Totals $ 123,267,503 $ 6,713,073 $ 1,863,548

5.1.2 Accident Rate

As detailed in Section 2, the final accident rate breakdowns used for the safety analysis are shown in Table 15.

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TABLE 15

Average and range of wind-shear-related accident rates by category (# of “unprotected” accidents per million operations)

Aircraft Category Average Rate Range Part 121/9 0.1095 0.1045 – 0.1168 Part 135/7 0.2037 0.1299 – 0.2410 Part 91 0.1600 0.1201 – 0.1842

5.1.3 Forecasted Operations and Enplanements

The number of operations for each aircraft type and each airport are obtained from the FAA Terminal Area Forecasts (FAA, 2007). Table 16 shows the number of operations (2008) for each class of wind shear study airport and the remaining NAS traffic. Over 94% of the major air carrier traffic is covered by the study airports chosen, with almost 90% of the overall traffic protected by some active wind shear system. The percentage of the total US operations covered by the 161 study airports is roughly 94%, 59%, and 10% for air carrier, air taxi and GA operations, respectively. While a large portion of GA traffic and therefore total traffic are non-study airports, these GA operations are spread out over hundreds of small airports and GA traffic is the most difficult class of aircraft to reach for wind shear warnings.

TABLE 16

Breakdown of aircraft operations by airport type (millions of operations, 2008) Airport Type Air Carrier Air Taxi General Aviation Total

TDWR 9.3 5.4 1.5 16.2 WSP 2.2 1.5 1.8 5.5 LLWAS 1.1 0.9 3.2 5.2 Unprotected 0.7 0.9 1.8 3.4 Non-study Airports (unprotected) 0.8 6.1 74.4 81.3

TOTALS 14.1 14.8 82.7 111.6 Growth rates vary from airport to airport but the overall trends for operations are projected to have an average increase of 2% per year for both Air Carrier and Air Taxi traffic operations, with slightly slower growth rates for General Aviation. By 2032, Air Taxi operations at the study airports increase to 63%, while Air Carrier and General Aviation coverage rates stay essentially flat. Figure 31 illustrates the breakdown of operation types grouped by the type of wind shear protection. The disparity in the percentage of air carrier types is not unexpected because large airports with heavy aircraft are less desirable for small aircraft and recreational users.

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Figure 31. Breakdown of aircraft operations by study airport wind-shear protection coverage (2008).

5.1.4 Safety Weather Exposure Factor (SWEF)

Safety weather exposure factor (SWEF) is used to weight the risk of each operation at individual airports in terms of exposure to wind shear. As discussed in Section 3, wind shear exposure for safety comes primarily from microburst outflows but some gust fronts are strong enough to cause additional concern. The SWEF number combines the two risks by weighting microburst exposure at 90% and gust front exposure at 10%. Microburst exposure is determined by calculating the average microburst-related wind shear exposure factor over all of the 161 airports being analyzed. An implicit assumption is made that the 161 airports are sufficiently dispersed that they represent the average exposure over the entire country. The relative MB exposure for each airport is then the airport exposure divided by the average. An exposure factor of 1.0, therefore, represents an airport risk that is exactly the average. If the ratio is higher (lower) than 1.0 then the exposure is higher (lower) than average. The same calculations are made for gust front exposure and then the two values are combined together (90% MB + 10% GF) to obtain the SWEF. Appendix A lists the overall SWEF value for each site.

5.2 ASSESSING DELAY BENEFITS

Ground-based systems add an important aspect to the benefits equation: delay savings. The ability of many of the radar based systems to detect and predict the location of precipitation, wind shear and gust fronts allows the NAS to be aware of and in some cases plan for disruptive weather events. These benefits are often difficult to quantify, but several reports have detailed both qualitatively and quantitatively the benefits of wide area weather awareness and planning as it relates to TDWR and WSP and the ITWS and

52

CIWS systems that incorporate these radars (Allan and Evans, 2005 & Robinson, et al., 2004). For this report we focused only on wind shift prediction because it was a potential delay benefit that was directly related to the mission of wind shear protection.

Potential Delay

Benefits ($)

= Delay Costs ($ ) ×

Annual Number of

Strong Windshifts

During Operational

Day

× (Minutes of

Runway Outage)^2

× (Capacity X Demand) / (Demand - Capacity)

Estimated benefits of reducing airline delays by detection of wind shift using current ground wind shear systems are calculated according to a standard queuing model [Evans et al. (1999) and Allan & Evans (2005)]. The inputs of this model are airport-specific demand, capacity, and an estimate of the time period when the capacity is reduced due to an adverse weather event. The model outputs are the total delay time for all the aircraft affected by the event. Accepted airport capacity estimates were obtained for the 35 Operational Evolution Partnership (OEP) airports (FAA, 2004) which are also the primary drivers of delay in the NAS. Estimates for non-OEP airports assumed that only the flights directly impacted by the runway outage would incur delay and that no queue would be built-up. To estimate airport demand, we used hourly rates calculated from TAFs scheduled operations in 2007 based on assumptions of 365 days per year and 18 operational hours per day. Adjustments were made for two airports, LAS and LAX where this methodology resulted in artificially high demand values. Based on a benefit study of runway wind forecast at Boston Logan International Airport (Rasmussen and Robasky, 1995, 1996), we estimated that runway reconfiguration following an unanticipated wind shift would cost ATC 10 min for arrivals and 15 min for departures on average. If the wind shift was anticipated, this reconfiguration time could be reduced to approximately 5 minutes. Therefore, we use an average value, 12.5 min, for the duration of the runway capacity loss for a wind shift event that is not detected by the airport’s ground based wind shear detection system. The arrival and departure delays are assumed to be evenly distributed. For events that are detected by the wind shear system, we use 5 min as the duration of the capacity gain that would be achieved due to advance warning of wind shifts. While even weak gust fronts could potentially force an airport to shift runways, our analysis focuses only on strong windshifts where the wind direction was shown to shift by more than 45 degrees and the wind speed maintained greater than 10 knots throughout the shift. Hourly observations from 1977–96 for the study airports were examined to estimate the annual frequency of strong windshifts for each airport. Appendix A lists the windshift frequency result for each airport. Delay costs are calculated by multiplying total delay hours with hourly delay costs adapted from FAA economic analysis guidelines, GRA (2007). Table 17 shows the breakdown of delay costs as derived from the economic guidelines.

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TABLE 17

Breakdown of delay costs for passenger and aircraft time (including crew) as adapted from GRA, 2007

Variable Cost Passenger Costs per Hour

FY08$ Per

Airborne Hour

Per Ground

Hour

Per Delay Hour

# of passengers

Time costs

($/hour)

Total Passenger

Cost ($)

Total Per Delay Hour Cost

($/hour) Air Carrier $3,948 $1,932 $2,940 95.4 $ 28.60 $2,728 $5,668 Air Taxi $1,125 $ 550 $ 838 3.7 $ 37.20 $ 138 $ 975 General Aviation N/A N/A $ 526 3.7 $37.20 $ 138 $ 663

To estimate the delay benefits, we first calculate the total delay costs for each airport assuming there is no capability for advance detection of an impending airport wind shift. We then repeat the calculation taking into account the detection capability of each evaluated airport wind shear detection system. The differences between these two delay costs represent the delay reduction benefits associated with each system.

5.3 ESTIMATING SYSTEM COSTS

Both the currently implemented and alternative wind shear systems evaluated in this report have operating and/or building costs associated with them. In assessing the relative value of wind shear system value one must reduce the overall benefit of the system by its associated cost. Therefore, each alternative was examined to estimate the cost of operating existing systems and implementing and then operating alternative systems and/or configurations. Cost data were gathered by MCR Federal, Inc. using both actual cost data (for existing systems like TDWR, WSP and LLWAS) and estimated costs obtained from vendors and FAA staff for alternatives (X-band, NEXRAD and Lidar-based systems). All costs for the wind shear study were estimated using Base Year 2008 (BY08) constant year dollars within the ACE-IT, version 7.1, cost model. Costs for all systems, both existing and new, were estimated for the years 2010 through the year 2032. This timeframe was based on the simplifying assumption that all new systems (where applicable) would be procured, implemented and commissioned by the year 2013 and remain in the NAS for a 20 year life cycle (through 2032). Present value costs for purposes of economic analysis were calculated by applying an annual 7% discount factor to the BY08 calculated costs. The following table summarizes the average cost per system. Any Tech Refresh or SLEP costs associated with the existing legacy systems (TDWR, WSP, and LLWAS) were included in the “In-Service Management” costs. Where applicable, these costs were included in the implementation costs for the newer systems.

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Cost estimates for the existing weather systems (TDWR, WSP, and LLWAS) were based on current and recent cost baselines. TDWR costs, including SLEP activities, were based primarily on the TDWR SLEP baseline estimate conducted in FY07. This estimate was augmented by the 2006 O&M Study conducted by ATO-F for those WBS elements not addressed by the SLEP. WSP costs were estimated using the 2006 WSP Tech Refresh Baseline estimate and LLWAS costs were estimated using inputs from subject matter experts such as the Logistics Center, the Second Level Engineering organization (AJW-144), and ATO-F Workforce Planning. The cost estimates for the new weather systems (WSP, LLWAS, LIDAR, and X-Band Radar) and for modifying the existing NEXRAD system were based on analogies to existing costs and engineering assessments. However, only incremental costs associated with new systems or new functionality were included in the estimate. For example, Second Level Engineering costs only included additional staffing required to support the new systems. NEXRAD modifications were based on analogies to current algorithm upgrades and telecommunications requirements, as well as engineering assessments for studies and testing. Implementation cost for new WSP systems were based on engineering assessments and ROM hardware costs provided by AJW-144. In-Service Management costs of the WSP systems were based on analogies to the current WSP Tech Refresh Baseline. Similarly, LLWAS new system costs were based on analogies to the existing system costs. LIDAR implementation costs were based on current costs to implement and maintain the Las Vegas LIDAR system, adjusted to reflect some savings due to economies of scale. Finally, the estimated costs of developing, implementing, and maintaining a new X-Band Radar system were based on an analogy to the ASDE-X program, assuming a radar-only configuration. Table 18 lists each of the wind shear system configurations and their startup and operating costs. Existing systems have no cost associated with startup as the system is already installed. In the case of WSP, startup costs refer to installation of a new system since that alternative was evaluated for TDWR airports. Figure 32 shows the comparison of life-cycle cost grouped by system type. Note from Table 18 that system costs are spread out over different numbers of sites depending on the system installation.

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TABLE 18

Breakdown of site costs for wind-shear systems, 2010–2032 (from MCR Systems)

Wind-Shear System Estimated Number of

Costed Systems

One-time Implementation Costs Per Site (in Base Year

2008 $M)

Per Site Life-Cycle In-Service

Management Costs (2010-32 in Base Year

2008 $M)

Per Site Total Base Year Costs (2010-32 in Base Year 2008 $M)

Per Site Total Costs(2010-32 in

Present Value FY08

$M)* Existing TDWR 46 N/A $ 5.009 $ 5.009 $ 2.507 Existing WSP 35 N/A $ 1.953 $ 1.953 $ 0.947 Existing LLWAS 40 N/A $ 1.321 $ 1.321 $ 0.605 Existing NEXRAD (w/Updated Algorithms/Scanning)

74 $ 0.178 $ 0.266 $ 0.444 $ 0.242

New WSP 80 $ 4.104 $ 1.255 $ 5.359 $ 3.574 New LLWAS 121 $ 0.843 $ 1.698 $ 2.541 $ 1.366 New LIDAR & Algorithms

161 $ 2.461 $ 1.979 $ 4.440 $ 2.656

New X-Band Radar & Algorithms

161 $ 7.356 $ 1.972 $ 9.328 $ 6.350

* As noted in the text above, Present Value is used to take into account inflation, thereby discounting benefits that are achieved in later years relative to current year dollars.

56

Figure 32. Total life-cycle system costs (2010–2032) per airport for wind-shear protection systems (present value FY08 $M).

57

6. CURRENT AIRPORT-SPECIFIC SAFETY AND DELAY MITIGATION

There are several layers of wind shear mitigation that are in present use, this section details the current situation by examining (1) the assessment of the NAS completely unprotected for wind shear, (2) pilot training benefits, (3) airborne systems benefits, and (4) the current and near-term baseline ground-based benefits. Figure 33 shows the relative safety exposure based on the level of wind shear protection that is applied. The red vertical bars show the variation in this exposure based on the estimated variability of accident rate estimates (as given in Table 15). Results throughout this section are typically given as an overall total and an annual liability or benefit over the period 2010–2032 with charts showing the breakdown by current site configuration and individual airports where necessary. These values are given in present value FY08$ which attempts to account for the depreciation of dollars as you move forward in time. Therefore annual figures correspond to the base year FY08 dollars that would represent the total present value if that cost occurred each year. Consequently, this figure is significantly higher than just dividing the total present value cost by the total number of years. Only safety liability is discussed for items (1) through (3), while delay measures are considered for the current and near-term ground-based coverage. Alternative systems benefit changes were modeled to begin in 2013 (allowing 3 years for the modification to take place); the existing benefits were assumed to stay in effect from 2010–2012. The implementation cost assumptions and risks of the various alternatives are discussed on Section 5. Appendix D covers safety benefits for unprotected, pilot training only, pilot plus PWS, current ground-based systems, and TDWR/WSP upgraded current configuration. The data contains a complete tabulation of airport specific safety (and delay) benefits at each of the 161 airports.

Figure 33. Total annual safety-related financial exposure from wind-shear accidents based on the levels and typesof protection applied (present value FY08 $M). Error bars show the range of values based on minimum/maximuestimates of accident rates given in Table 15.

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6.1 NO WIND-SHEAR MITIGATION

The very rawest form of the safety exposure starts with all airports and aircraft being unprotected by any wind shear mitigation system. The only aircraft factor taken into account is the increased performance ability of aircraft since the 1970s that allows pilots an approximately 10% better chance to power the aircraft out of a wind shear once they have entered the hazard. Based on all the factors presented above, if all of the 161 airports in the NAS were unprotected from 2010 to 2032 the total expenses for wind shear related accidents would be $2.8 billion in present value (2008) dollars or $265 million annually. In addition, if we include all of the air traffic operations that are not covered by the 161 study airports, we would add $250 million to the total, or an additional $23.7 million annually. The unprotected financial exposure based on an airport’s ground-based wind shear protection system is shown in Figure 34. Not unexpectedly, the TDWR sites, chosen for their high volume of air carrier traffic and exposure to wind shear have by far the largest financial liability. Many of the remaining sites typically have lower volumes of traffic (even if they might have significant wind-shear activity) thereby reducing the potential financial exposure to wind shear.

Figure 34. Total (2010–2032 in billions of dollars) safety-related financial exposure from wind-shear accidents based on an unprotected NAS broken down by the current protection system at each site.

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Figures 35 through 38 show the distribution of unprotected safety-related exposure for each type of airport studied: TDWR, WSP, LLWAS, and No shear system. The annual exposure given for each site uses present value FY08 dollars as described in Section 5.

Figure 35. Annual safety-related financial safety exposure from wind shear for each TDWR (or TDWR-LLWAS) protected airport (present value FY08 $M) based on an unprotected NAS.

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Figure 36. Annual safety-related financial safety exposure from wind shear for each WSP protected airport (present value FY08 $M) based on an unprotected NAS.

Figure 37. Annual safety-related financial safety exposure from wind shear for each LLWAS protected airport (present value FY08 $M) based on an unprotected NAS.

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Figure 38. Annual safety-related financial safety exposure from wind shear for each unprotected study airport (present value FY08 $M) based on an unprotected NAS.

6.2 PILOT TRAINING ASSESSMENT

Pilot training is the first mitigation technique and the effectiveness of this training is applied to all forms of air traffic equally (air carrier, air taxi, and GA). Therefore, it is the strategy with the most widespread impact. As shown in Figure 33 above, the total safety exposure reduction for study airports due to pilot training is $728.7 million or 26% ($69.2 million annually). The rank order of sites changes only slightly as some airports have environments that are easier for pilots to identify visual cues. For example, MCO and ORD swap places in the top 10 exposure list as ORD’s pilot observability effectiveness is 21% but MCO’s is 29%. As shown in the accident rate analysis discussed in Section 1, the measured Part 121 (Air Carrier) accident rate in the period where pilot training was the primary mitigation technique was within 10% of either of the transformed measurements from the other two accident rate eras. There was a similar comparison for General Aviation accident rates. Conversely, the measured ‘pilot training’ accident rate for Air Taxi (part 135/7) was much lower than the rate as transformed from the measured unprotected era (1975–85). This may indicate that the financial estimates for air taxi operations may be overstated. However, pilot training was implemented over many years and the class of airplanes utilized for Air Taxi services has changed dramatically over the years so the variability for this class of aircraft is not

62

surprising. In addition, the averaging of accident rate eras is designed to reduce such errors. Figure 39 shows the estimated life-cycle safety-related expenses in a NAS protected only by pilot training broken down by airport coverage type.

Figure 39. Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training only.

6.3 AIRBORNE MITIGATION SYSTEMS

On-board systems include both reactive and predictive wind shear systems. These systems are not routinely available on general aviation or Part 135/7 aircraft. Predictive systems are available on approximately 63% of the air carrier fleet and for this analysis we assume that those aircraft are randomly distributed throughout the country. While outside the scope of this study, variability in equipped aircraft between airports could impact the financial exposure of individual airports. The overall reduction in safety exposure from 2010–2032 relative to pilot training estimates is $1.1 billion or 56% ($109 million annually). The combined reduction from both pilot training and airborne systems relative to unprotected airspace is $1.9 billion or 68% ($178 million annually). This estimate assumes that the equipage rate stays constant throughout the period. If the equipage rate were 100% for air carriers the safety exposure would be reduced by nearly $2.5 billion or a 91% reduction in safety liability ($240 million annually). Figure 40 shows the resultant remaining safety-related financial exposure for each class of airport based on a NAS protected by both pilot training and PWS. This number represents the baseline for comparisons of current and alternative ground-based wind shear systems.

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Figure 40. Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS only.

6.4 BASELINE GROUND-BASED COVERAGE

The current constellation of ground-based wind shear protection systems comprises four configurations: TDWR, TDWR+LLWAS, WSP, and LLWAS. For the TDWR and WSP systems, upgrades to the algorithms and processors are already making their way through the system (reference). The current configuration, without upgrades, reduces safety-related wind shear exposure by 84% ($752M) over that of pilot training and PWS, and results in an overall reduction from an unprotected NAS of 95% ($2.63B) (Figure 41). Systems upgrades reduce the safety exposure at WSP sites by an additional $4.3M and by $56.1M at TDWR sites (Figure 42). The remaining safety exposure in the system of about $160M from 2010–2032 roughly equates to 1–2 major air carrier accident for the entire NAS over the 22 year period. About 47% of that safety exposure lies in the hundreds of smaller airports that were outside of the 161 airports included in this study. Individually, however, the hundreds of small airports that make up those outside operations have extremely low financial exposure making investments in protection systems uneconomical.

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Figure 41. Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS and current configuration of ground-based wind-shear systems.

Figure 42. Total safety-related financial safety exposure from wind shear for each by class of airport (present value FY08 $B) based on a NAS protected by pilot training and airborne PWS and current configuration of ground-based wind-shear systems with TDWR and WSP upgrades. Delay savings due to wind shift prediction and planning from gust front detection, as discussed in section 4.2, are significant for ground-based systems. The total estimated delay savings due to the upgrade of TDWR and WSP relative to the current baseline is estimated at $40 million over the 2010–32 life cycle. The safety and delay savings for the current and upgraded ground-based wind shear detection systems is shown in Figure 43. Figure 44, shows the breakdown of safety and delay savings for the top 50 highest benefit sites. The TDWR upgrade includes enhancements to reduce range-aliased obscuration of the interest region which allows more wind shears and gust fronts to be detected. The WSP upgrade improves

65

the maximum clutter suppression enhancing WSP’s ability to detect weaker wind shears and gust fronts in general.

Figure 43. Safety-related savings relative to coverage by pilot training and PWS only and wind-shift delay benefits from gust front detection and forecasting for current and TDWR/WSP upgraded system configuration 2010–32 (present value FY08 $B).

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Figure 44. Top 50 sites in terms of total benefits (safety and delay) relative to the NAS as protected by pilot training and PWS for the baseline upgraded wind-shear system configuration (pilot training + PWS + current ground-based + planned upgrades).

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7. AIRPORT SPECIFIC COST-BENEFIT RESULTS

The final goal of this report is to determine which of the twenty wind shear system alternatives is the optimal wind shear solution for each site. To make this assessment we utilize an FAA-recommended analysis of Net Present Value (NPV) (FAA, 2008) based on the system costs and overall safety and delay benefits for each site. NPV is calculated by subtracting the cost of the alternative’s development and/or operational costs from the estimated benefits of the system. Positive NPV means that a system’s benefits outweigh its costs and that therefore safety improvements and/or delay reductions are worth implementing. This analysis also produces the best system configuration to optimize the safety and safety+delay without regard to cost at each site. Table 19 summarizes the study results for each site by showing: (a) the current wind shear protection system (b) the optimal (largest positive NPV) alternative based solely on safety benefits (c) the optiumal (largest positive NPV) alternative based on safety+delay (d) the alternative that maximizes the safety benefit irrespective of cost and (e) the alternative that maximizes the safety+delay benefit irrespective of cost. Detailed summaries by current site configuration and by sensor type are given in the subsections that follow. Complete results of safety and delay benefits for each airport are shown in Appendix D. In addition, the NPV calculations are given in Appendix E (based on safety + delay) and Appendix F (based on safety only) and summarized in this section.

TABLE 19

Study results summary showing optimal alternatives and maximum coverage alternatives for safety and safety+delay (* indicates different system chosen between

safety and safety+delay choice)

Site Name

Current System

Optimal System Based

on Safety Only

Optimal System

Based on Safety+Delay

Best Alternative Based on Maximum

Safety Coverage


Safety&Delay Coverage

ABE NoWS None None X-Band & LLWAS X-Band & LLWAS ABQ WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS WSP, NEXRAD, LIDAR *

ADW TDWR None None TDWR,NEXRAD,LIDAR TDWR,NEXRAD,LIDAR AGS LLWAS None None X-Band & LLWAS X-Band & LLWAS ALB WSP WSP WSP WSP & LIDAR X-Band & LLWAS *AMA NoWS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS ASE NoWS None None X-Band & LIDAR X-Band & LIDAR ATL TDWR&LLWAS NEXRAD

& LLWAS

NEXRAD & LLWAS

TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

AUS WSP WSP WSP X-Band & LLWAS X-Band & LLWAS AVL LLWAS None None X-Band & LLWAS X-Band & LLWAS

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



AVP NoWS None None X-Band & LLWAS X-Band & LLWAS AZO NoWS None None X-Band & LLWAS X-Band & LLWAS BDL WSP WSP WSP WSP & LIDAR WSP & LIDAR BGM NoWS None None NEXRAD & LLWAS NEXRAD & LLWAS BHM WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS WSP, NEXRAD, LLWAS

BIL LLWAS NEXRAD NEXRAD NEXRAD & LIDAR NEXRAD & LIDAR BIS NoWS None None X-Band & LIDAR X-Band & LIDAR BNA TDWR NEXRAD NEXRAD TDWR, NEXRAD,

LLWAS TDWR, NEXRAD, LLWAS

BOI NoWS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS BOS TDWR NEXRAD TDWR * TDWR, NEXRAD,


BTR LLWAS None None X-Band & LLWAS X-Band & LLWAS BTV NoWS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS BUF WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS X-Band & LLWAS *

BUR NoWS None None WSP & LIDAR WSP & LIDAR BWI TDWR TDWR TDWR TDWR,NEXRAD,LIDAR TDWR,NEXRAD,LIDAR CAE LLWAS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS CAK NoWS TDWR TDWR TDWR,NEXRAD,LIDAR TDWR,NEXRAD,LIDAR CHA LLWAS None None X-Band & LLWAS X-Band & LLWAS CHS WSP WSP WSP X-Band & LLWAS X-Band & LLWAS CID WSP None None X-Band & LLWAS X-Band & LLWAS CLE TDWR NEXRAD NEXRAD TDWR, NEXRAD,


CLT TDWR TDWR TDWR TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

CMH TDWR TDWR TDWR TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

CMI NoWS None None X-Band & LLWAS X-Band & LLWAS COS LLWAS NEXRAD NEXRAD X-Band & LLWAS X-Band & LLWAS CRP NoWS None NEXRAD * NEXRAD & LLWAS X-Band & LLWAS *CRW LLWAS None None NEXRAD & LLWAS NEXRAD & LLWAS CSG LLWAS None None X-Band & LIDAR X-Band & LIDAR CVG TDWR TDWR TDWR TDWR, NEXRAD,


DAB LLWAS LLWAS LLWAS X-Band & LLWAS X-Band & LLWAS DAL TDWR NEXRAD TDWR * TDWR, NEXRAD,

LLWAS TDWR,NEXRAD,LIDAR *

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



DAY TDWR None None TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

DCA TDWR NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

DEN TDWR&LLWAS NEXRAD & LLWAS

NEXRAD & LLWAS

TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

DFW TDWR&LLWAS NEXRAD & LLWAS

NEXRAD & LLWAS

TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

DSM WSP NEXRAD NEXRAD WSP, NEXRAD, LLWAS

WSP, NEXRAD, LIDAR *

DTW TDWR TDWR TDWR TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

ELP WSP WSP WSP X-Band & LLWAS WSP, NEXRAD, LIDAR *ERI NoWS None None X-Band & LIDAR X-Band & LIDAR EVV NoWS None None X-Band & LLWAS X-Band & LLWAS EWR TDWR TDWR TDWR X-Band & LLWAS X-Band & LLWAS FAR NoWS None None X-Band & LIDAR X-Band & LIDAR FAY LLWAS None None X-Band & LIDAR X-Band & LIDAR FLL TDWR NEXRAD TDWR &

NEXRAD * TDWR, NEXRAD,


FNT NoWS NEXRAD NEXRAD X-Band & LLWAS X-Band & LLWAS FSD LLWAS NEXRAD NEXRAD X-Band & LIDAR X-Band & LIDAR FSM LLWAS None None NEXRAD & LLWAS NEXRAD & LLWAS FWA WSP None None X-Band & LIDAR X-Band & LIDAR GCN NoWS None None X-Band & LIDAR X-Band & LIDAR GEG WSP NEXRAD NEXRAD WSP, NEXRAD, LIDAR WSP, NEXRAD, LIDAR GFK NoWS None NEXRAD * X-Band & LLWAS X-Band & LLWAS GPT NoWS None None X-Band & LLWAS X-Band & LLWAS GRB LLWAS None None NEXRAD & LIDAR X-Band & LIDAR *GRR WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS NEXRAD & LLWAS *

GSO WSP WSP WSP WSP & LIDAR WSP & LIDAR GSP LLWAS None None NEXRAD & LLWAS X-Band & LLWAS *HNL WSP WSP WSP WSP & LIDAR WSP & LIDAR HOU TDWR NEXRAD NEXRAD TDWR, NEXRAD,


HPN WSP None WSP * WSP, NEXRAD, LIDAR X-Band & LLWAS *HSV WSP None None WSP & LIDAR X-Band & LLWAS *

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



IAD TDWR NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

IAH TDWR TDWR & NEXRAD

TDWR & NEXRAD

TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

ICT TDWR NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

ILM NoWS NEXRAD NEXRAD X-Band & LLWAS X-Band & LLWAS IND TDWR NEXRAD NEXRAD TDWR, NEXRAD,


ISP WSP NEXRAD NEXRAD WSP, NEXRAD, LIDAR WSP, NEXRAD, LIDAR JAN LLWAS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS JAX WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS NEXRAD & LLWAS *

JFK TDWR TDWR TDWR TDWR, NEXRAD, LLWAS

X-Band & LLWAS *

LAN LLWAS None None X-Band & LIDAR X-Band & LIDAR LAS TDWR TDWR &

LIDAR WSP & LIDAR

* WSP & LIDAR WSP & LIDAR

LAX WSP WSP WSP X-Band & LIDAR X-Band & LIDAR LBB WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS X-Band & LLWAS *

LEX LLWAS None None X-Band & LLWAS X-Band & LLWAS LFT NoWS None None X-Band & LLWAS X-Band & LLWAS LGA TDWR&LLWAS LLWAS TDWR * TDWR, NEXRAD,

LLWAS TDWR & LIDAR *

LGB NoWS None None X-Band & LLWAS X-Band & LLWAS LIT LLWAS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS LNK LLWAS None None X-Band & LLWAS X-Band & LLWAS MAF LLWAS NEXRAD NEXRAD NEXRAD & LLWAS X-Band & LLWAS *MBS NoWS None None X-Band & LLWAS X-Band & LLWAS MCI TDWR TDWR TDWR TDWR, NEXRAD,


MCO TDWR&LLWAS TDWR & LLWAS

TDWR & LLWAS

X-Band & LLWAS X-Band & LLWAS

MDT WSP None None WSP & LIDAR WSP & LIDAR MDW TDWR NEXRAD NEXRAD TDWR, NEXRAD,


MEM TDWR NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

MGM LLWAS None None X-Band & LLWAS X-Band & LLWAS

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



MHT NoWS None None WSP & LIDAR WSP & LIDAR MIA TDWR NEXRAD NEXRAD

& LLWAS * TDWR, NEXRAD,


MKE TDWR TDWR TDWR TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

MLI LLWAS None NEXRAD * NEXRAD & LIDAR NEXRAD & LIDAR MLU LLWAS None None X-Band & LLWAS X-Band & LLWAS MOB LLWAS NEXRAD NEXRAD NEXRAD & LLWAS X-Band & LLWAS *MSN WSP None None X-Band & LLWAS X-Band & LLWAS MSP TDWR NEXRAD NEXRAD TDWR, NEXRAD,


MSY TDWR&LLWAS TDWR TDWR TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

MYR NoWS NEXRAD NEXRAD X-Band & LIDAR X-Band & LIDAR OAK NoWS None None WSP & LIDAR WSP & LIDAR OKC TDWR NEXRAD NEXRAD TDWR, NEXRAD,


OMA LLWAS NEXRAD NEXRAD NEXRAD & LIDAR NEXRAD & LIDAR ONT WSP WSP WSP WSP & LIDAR X-Band & LLWAS *ORD TDWR&LLWAS TDWR &


* TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

ORF WSP WSP WSP X-Band & LIDAR X-Band & LIDAR ORL NoWS TDWR TDWR TDWR, NEXRAD,


PBI TDWR TDWR TDWR X-Band & LLWAS X-Band & LLWAS PDK NoWS TDWR TDWR TDWR, NEXRAD,


PDX WSP WSP WSP WSP & LIDAR WSP & LIDAR PHF NoWS NEXRAD NEXRAD NEXRAD & LIDAR X-Band & LIDAR *PHL TDWR TDWR TDWR TDWR,NEXRAD,LIDAR TDWR,NEXRAD,LIDAR PHX TDWR NEXRAD NEXRAD TDWR, NEXRAD,


PIA LLWAS None None X-Band & LIDAR X-Band & LIDAR PIE NoWS TDWR TDWR TDWR, NEXRAD,


PIT TDWR NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

PNS LLWAS None None X-Band & LLWAS X-Band & LLWAS PVD LLWAS NEXRAD NEXRAD NEXRAD & LIDAR NEXRAD & LIDAR

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



PWM NoWS None NEXRAD * WSP, NEXRAD, LIDAR WSP, NEXRAD, LIDAR RDU TDWR NEXRAD NEXRAD TDWR, NEXRAD,


RIC WSP NEXRAD NEXRAD WSP, NEXRAD, LIDAR X-Band & LIDAR *RNO NoWS LLWAS NEXRAD

& LLWAS * X-Band & LIDAR X-Band & LIDAR

ROA LLWAS None None X-Band & LLWAS X-Band & LLWAS ROC WSP WSP WSP X-Band & LLWAS X-Band & LLWAS RST LLWAS None None X-Band & LLWAS X-Band & LLWAS RSW LLWAS LLWAS NEXRAD

& LLWAS * X-Band & LLWAS X-Band & LLWAS

SAN NoWS None None X-Band & LLWAS WSP & LIDAR *SAT WSP NEXRAD NEXRAD WSP, NEXRAD, LIDAR WSP, NEXRAD, LIDAR SAV LLWAS LLWAS NEXRAD

& LLWAS * X-Band & LIDAR X-Band & LIDAR

SBN NoWS None None X-Band & LIDAR X-Band & LIDAR SDF TDWR NEXRAD NEXRAD TDWR, NEXRAD,


SEA WSP WSP WSP X-Band & LLWAS X-Band & LLWAS SFB NoWS TDWR TDWR TDWR, NEXRAD,


SFO LLWAS None NEXRAD & LLWAS

* X-Band & LLWAS X-Band & LLWAS

SGF LLWAS NEXRAD NEXRAD NEXRAD & LLWAS NEXRAD & LLWAS SHV LLWAS NEXRAD NEXRAD NEXRAD & LLWAS X-Band & LLWAS *SJC NoWS None None WSP & LIDAR WSP & LIDAR SJU TDWR None TDWR * TDWR, NEXRAD,

LLWAS TDWR & LIDAR *

SLC TDWR TDWR TDWR TDWR & LIDAR TDWR & LIDAR SMF NoWS NEXRAD NEXRAD WSP, NEXRAD,


SNA NoWS None None X-Band & LIDAR X-Band & LIDAR SPI LLWAS None None X-Band & LLWAS X-Band & LLWAS SRQ WSP NEXRAD NEXRAD WSP, NEXRAD,

LLWAS WSP, NEXRAD, LLWAS

STL TDWR&LLWAS NEXRAD NEXRAD TDWR, NEXRAD, LLWAS

TDWR, NEXRAD, LLWAS

SUX LLWAS None None X-Band & LIDAR X-Band & LIDAR SYR WSP None None X-Band & LIDAR X-Band & LIDAR TLH LLWAS NEXRAD NEXRAD X-Band & LIDAR X-Band & LIDAR

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Site Name

Current System


on Safety Only

Optimal System



Safety Coverage



TOL WSP None None WSP & LIDAR X-Band & LIDAR *TPA TDWR&LLWAS NEXRAD NEXRAD TDWR, NEXRAD,


TRI LLWAS None None X-Band & LLWAS X-Band & LLWAS TUL TDWR NEXRAD NEXRAD TDWR, NEXRAD,


TUS WSP WSP WSP X-Band & LLWAS X-Band & LLWAS TWF NoWS None None X-Band & LIDAR X-Band & LIDAR TYS WSP None None WSP & LIDAR WSP & LIDAR Note that only existing TDWR installations are utilized for TDWR alternatives, therefore, benefits for this class of alternative were not calculated for sites that did not have a TDWR available (these sites appear as N/A in Appendix C through F). New WSP installations, are only considered where an ASR-9 currently exists (most TDWR locations) and also show as N/A in the Appendices. Similarly, new LLWAS installations are conisderd at non-LLWAS sites. Conversely, X-band and LIDAR alternatives assume that a new system will be installed at all sites. NEXRAD systems were evaluated everywhere, even in cases where the nearest NEXRAD turned out to be too far away. So, NEXRAD based alternatives have entries in the Appendices which may default to the secondary sensor’s effectiveness if NEXRAD is too far away to add value or zero if we are considering just NEXRAD. Additionally, when the optimal solution is “None” this means that none of the alternatives were considered cost effective (NPV > 0). This doesn’t mean that the alternative didn’t provide safety and/or delay benefits only that the cost of operations was higher than those benefits. In evaluating the various combinations of alternatives, most comparisons are made relative to the NAS as protected by pilot training and PWS (see Section 6.3) or as protected by the upgraded ground-based system configuration, called “baseline” henceforth (see Section 6.4), although other comparisons may be made where appropriate. As noted above, the upgraded ground-based coverage yields a total safety-related benefit for the 161 study airports of $812 million and a wind shift delay savings benefit of $269 million from 2010–32, or $ 77.1 and $ 25.5 million annually, respectively. While each optimal alternative yields an increase in the benefits relative to the upgraded baseline, the total increase in the benefits stream if every alternative listed were to be employed is approximately $76 million ($7.3 million annually), or roughly a 7% increase from the baseline 2010–32 benefits.

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7.1 ALTERNATIVE SYSTEM ASSESSMENT BY CURRENT SITE CONFIGURATION

As described above, the availability of some alternatives such as TDWR and WSP are limited by the current configuration. Therefore, it is instructive to examine the relative worth of system alternatives grouped by site type. The contingency tables shown in Tables 20 and 21 shows the number of times a particular wind shear system alternative was chosen as the optimal solution for each airport protection configuration. Table 20 is based on only the safety benefits value, while Table 21 uses both safety and delay savings. Alternatives that aren’t shown didn’t have any sites where they were the optimal system.

TABLE 20

Frequency table of optimal systems by current airport protection based on NPV calculations that consider only safety

Current Configuration Optimal System TDWR&LLWAS TDWR WSP LLWAS NoWS Total

TDWR & LLWAS 2 2 TDWR 1 12 5 18

TDWR & NEXRAD 1 1 TDWR, NEXRAD, LLWAS 0

TDWR & LIDAR 1 1 WSP 14 14

WSP & LIDAR 0 LLWAS 1 3 1 5

NEXRAD & LLWAS 3 3 NEXRAD 2 20 12 13 8 55

None 3 9 24 26 62

Total 9 37 35 40 40 161

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TABLE 21

Frequency table of optimal systems by current airport protection based on NPV calculations that consider both safety and delay benefits

Current Configuration Optimal System TDWR&LLWAS TDWR WSP LLWAS NoWS Total

TDWR & LLWAS 1 1 TDWR 2 15 5 22

TDWR & NEXRAD 2 2 TDWR, NEXRAD, LLWAS 1 1

TDWR & LIDAR 0 WSP 15 15

WSP & LIDAR 1 1 LLWAS 1 1

NEXRAD & LLWAS 3 1 3 1 8 NEXRAD 2 16 12 14 11 55

None 2 8 22 23 55

Total 9 37 35 40 40 161

7.1.1 Safety Only Analysis

Looking strictly at the safety benefits of the system without implementation and operating costs allows us to examine the systems that could potentially provide the highest safety improvements at each site. Table 19 shows the individual site results for the best safety improvement alternative at each site, but there are general trends that are summarized here. Figures 45 through 48 show the ranking of alternative systems by changes in safety benefit for each grouping of ground-based sites: TDWR, WSP, LLWAS and unprotected. All alternatives are measured against the baseline configuration, so the entry for UPGRADED will always show zero. Alternatives to the right of UPGRADED provide increased safety improvements from the baseline and those to the left indicate reductions. In addition, for these safety charts the top of the chart reflects the maximum safety benefit that could be achieved (zero accidents). Looking at Figure 45, the TDWR sites have few options that can provide overall safety improvements. However, integrating sensors to the TDWR is beneficial over the current system and all the positive options include the TDWR as a base sensor. Figure 46 shows the ranking for WSP sites, and like TDWR, adding a sensor to complement the WSP is beneficial. But, in addition, X-band combinations also yield improved safety benefits. LLWAS sites, shown in Figure 47, have far fewer options because no TDWR or WSP radars are co-located with these sites. However, NEXRAD based systems provide significant safety benefits and an on-airport X-band weather radars are by far the best alternative.

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Finally, unprotected sites are shown in Figure 48, and here every alternative shows some benefit. TDWR offers some benefits to this class of site as five unprotected sites are near enough to an existing TDWR to be partially covered if upgrades were made for processing and displays (CAK, ORL, PDK, PIE, and SFB). WSP also has coverage through the potential to upgrade existing ASR-9s at BUR, LGB, MHT, OAK, ORL, PDK, PIE, PWM, SAN, SJC, SMF, and SNA. NEXRAD based system with LLWAS or LIDAR gain almost half of the remaining potential safety benefit. X-band combinations are again the best performers for these unprotected sites, but that is primarily because the system is ‘available’ at all sites.

Figure 45. Annual benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all TDWR and TDWR-LLWAS study airports.

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Figure 46. Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all WSP study airports.

Figure 47. Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all LLWAS study airports.

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Figure 48. Annual safety benefit gain or loss relative to baseline (UPGRADED) for alternatives being deployed at all study airports with no current ground-based wind-shear system.

7.1.2 TDWR-LLWAS Sites

There are currently nine TDWR sites that have an integrated wind shear system that is enhanced by LLWAS sensors. Table 22 shows the optimal alternative chosen and the corresponding NPV for safety and delay. In addition, the table compares the optimal NPV to the current TDWR-LLWAS NPV. Note that the overall benefit gained by choosing the optimal installation at each site yields a 3% increase in overall benefits ($10.9 million). The high value of these busy sites is underscored by the fact that all but two of the 20 alternatives assessed at all 9 sites had positive NPV values. The predominance of NEXRAD in the mix of optimal alternatives is common throughout all sites. This is discussed further in Section 8.3 that summarizes results by sensor type.

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TABLE 22

Comparison of optimal alternative vs. current wind-shear protection system for TDWR-LLWAS sites (safety + delay)

Site Optimal Configuration

TDWR-LLWAS Life Cycle NPV

(FY08$M)

Optimal Life Cycle NPV

(FY08$M) ATL NEXRAD&LLWAS $ 96.4 $ 99.2 DEN NEXRAD&LLWAS $ 79.4 $ 81.1 DFW NEXRAD&LLWAS $ 51.1 $ 52.0 LGA TDWR $ 12.4 $ 12.8 MCO TDWR&LLWAS $ 52.1 $ 52.1 MSY TDWR $ 5.9 $ 6.3 ORD TDWR,NEXRAD,LLWAS $ 78.8 $ 79.0 STL NEXRAD $ 6.9 $ 9.0 TPA NEXRAD $ 22.0 $ 24.4 TOTAL $ 405.0 $ 415.9

7.1.3 TDWR Sites

There are 37 sites with TDWR-only installations; of these there are 15 where the optimal configuration is a single sensor TDWR. In addition, 3 sites have the TDWR enhanced with an additional sensor (NEXRAD or LIDAR). Table 23 shows the optimal alternative chosen and the corresponding NPV for safety and delay for each site that did not have TDWR as the optimal choice. The increased net benefit from choosing the optimal system for each site increases the total overall benefit at these sites by approximately $32.6 million.

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TABLE 23 Comparison of optimal alternative vs. current wind-shear protection system for

TDWR sites (safety + delay)

Site Optimal Configuration

TDWR Life Cycle NPV

(FY08$M)

Optimal Life Cycle NPV

(FY08$M) IAH TDWR&NEXRAD $ 46.06 $ 46.34 MIA NEXRAD&LLWAS $ 36.04 $ 37.31 LAS WSP&LIDAR $ 30.87 $ 33.54 FLL TDWR&NEXRAD $ 25.56 $ 25.83

MEM NEXRAD $ 16.36 $ 17.88 MDW NEXRAD $ 15.72 $ 17.21 PHX NEXRAD $ 12.85 $ 16.27 MSP NEXRAD $ 14.45 $ 15.95 HOU NEXRAD $ 10.78 $ 12.36 IAD NEXRAD $ 10.50 $ 10.90 IND NEXRAD $ 7.27 $ 8.93 BNA NEXRAD $ 5.88 $ 7.37 CLE NEXRAD $ 4.36 $ 6.02 DCA NEXRAD $ 4.41 $ 5.49 SDF NEXRAD $ 3.60 $ 5.26 RDU NEXRAD $ 2.44 $ 3.95 PIT NEXRAD $ 1.16 $ 2.94

OKC NEXRAD $ 0.59 $ 2.32 TUL NEXRAD $ 0.13 $ 1.90 ICT NEXRAD $ (0.32) $ 1.34 DAY None $ (0.53) $ (0.13) ADW None $ (2.49) $ (0.71)

TOTAL $ 460.3 $ 492.9 Two sites (ADW and DAY) have no alternatives that produce a positive NPV; an additional site drops out (SJU) if we only consider safety benefits. Andrews AFB (ADW) is protected by a TDWR due almost entirely to its military importance. Dayton, Ohio (DAY) has relatively low air traffic operations for a TDWR site and its exposure to wind shear is also limited. SJU has a relatively low volume of traffic and low wind shear frequency (note however that the climatology of wind shear for SJU was sparse). Of the remaining 22 sites, 16 have NEXRAD as the optimal system.

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7.1.4 WSP Sites

There are 35 WSP protected airports in the NAS and the optimal alternatives analysis yielded 15 sites where WSP was chosen as the best option while 12 sites had NEXRAD as the most cost-beneficial system. There were also eight sites where no cost beneficial system could be found (CID, FWA, HPN, HSV, MSN, SYR, TOL, and TYS). However, the least negative NPV for these sites were either WSP (4) or NEXRAD (4). The NPV for the 20 sites where WSP was not chosen as the optimal alternative are shown in Table 24.

TABLE 24

Life Cycle NPV comparisons for WSP sites with non-WSP optimal alternatives (safety + delay)

Site Optimal Alternative WSP Life Cycle NPV (FY08$M)

Optimal Life Cycle NPV (FY08$M)

ABQ NEXRAD $7.34 8.29 JAX NEXRAD $5.06 6.51 SAT NEXRAD $3.60 4.30 BHM NEXRAD $1.47 2.28 GEG NEXRAD $1.53 2.27 SRQ NEXRAD $1.42 2.08 BUF NEXRAD $0.94 1.63 LBB NEXRAD $0.59 1.23 ISP NEXRAD $0.27 1.01

DSM NEXRAD $0.30 0.95 GRR NEXRAD ($0.06) 0.56 RIC NEXRAD $0.41 0.49

Totals $22.87 $31.60

7.1.5 LLWAS Sites

Unlike TDWR and to some extent WSP sites, there are only up to 3 alternatives that yielded positive NPV at LLWAS sites: LLWAS, NEXRAD, or a combination of the two. Of the 40 LLWAS protected sites, 22 do not have a cost beneficial alternative and just one has an LLWAS only system. NEXRAD is the only effective alternative at the remaining 17 sites and LLWAS is used as a complementary system at three of those sites. The NPV for the 18 sites where an optimal alternative was found are shown in Table 25.

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TABLE 25

Comparison of optimal alternative vs. current wind-shear protection system for LLWAS sites (safety + delay)

Site Optimal Alternative LLWAS Life Cycle NPV (FY08$M)

Optimal Life Cycle NPV (FY08$M)

OMA NEXRAD $ 0.43 $ 1.97 RSW NEXRAD&LLWAS $ 1.32 $ 1.93 LIT NEXRAD $ 0.57 $ 1.78

COS NEXRAD $ 0.34 $ 1.49 PVD NEXRAD $ - $ 1.16 BIL NEXRAD $ - $ 0.90 SFO NEXRAD&LLWAS $ - $ 0.73 MAF NEXRAD $ - $ 0.57 DAB LLWAS $ 0.56 $ 0.56 CAE NEXRAD $ - $ 0.46 FSD NEXRAD $ - $ 0.45 JAN NEXRAD $ - $ 0.42 TLH NEXRAD $ - $ 0.32 SGF NEXRAD $ - $ 0.27 SHV NEXRAD $ - $ 0.25 MOB NEXRAD $ - $ 0.15 SAV NEXRAD&LLWAS $ 0.06 $ 0.09 MLI NEXRAD $ - $ 0.05

Totals $ 3.29 $ 13.56

7.1.6 Unprotected Sites

There were 40 feeder airport sites examined that are currently unprotected from wind shear. The optimal alternative analysis showed that 22 of those sites indeed do not have a cost beneficial alternative. Interestingly, 5 sites are able to use a nearby existing TDWR installation to provide positive benefits. NEXRAD based alternatives, due primarily to the estimated inexpensive implementation costs, are the optimal alternative at the remaining 12 sites. The NPV and alternative for the 17 sites where an optimal alternative was found are shown in Table 26, along with the corresponding TDWR site location, where appropriate.

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TABLE 26

Comparison of optimal alternative vs. current wind-shear protection system for unprotected sites (safety + delay)

Site Optimal Alternative Optimal Life Cycle NPV (FY08$M)

SFB TDWR (MCO) $ 3.46 PIE TDWR (TPA) $ 2.40 BOI NEXRAD $ 1.78 PDK TDWR (ATL) $ 1.22 SMF NEXRAD $ 1.11 ORL TDWR (MCO) $ 1.07 CAK TDWR (CLE) $ 0.64 AMA NEXRAD $ 0.51 PHF NEXRAD $ 0.44 RNO NEXRAD&LLWAS $ 0.28 GFK NEXRAD $ 0.20 FNT NEXRAD $ 0.18 BTV NEXRAD $ 0.17 MYR NEXRAD $ 0.15 PWM NEXRAD $ 0.15 ILM NEXRAD $ 0.08 CRP NEXRAD $ 0.04

Total $ 13.87

7.2 ALTERNATIVE SYSTEM ASSESSMENT BY SENSOR TYPE

7.2.1 LLWAS Alternatives

LLWAS can be an effective enhancement at sites where microburst detection is difficult from ground-based radar (clutter for example) or where traffic volume is high and the exposure to wind shear is above average. In fact, nine TDWR locations are already enhanced with an expanded LLWAS for exactly these reasons. However, even the expanded LLWAS (NE) configuration typically covers only half of the ARENA coverage area at a typical airport. In addition, because gust front detection is critical in a region much larger than the LLWAS coverage area and requires dense data coverage for reliable detection, LLWAS installations do not add gust front detection capability beyond the airport vicinity. Therefore, LLWAS upgrades also have no impact on delay calculations as wind shift prediction is driven by gust front capability.

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For all these reasons, replacing all the current ground-based systems with LLWAS only coverage would result in a significant decrease in safety and delay benefits relative to the baseline upgraded ground-based systems. However, adding LLWAS as a complementary system at some installations can be beneficial. Of the 161 sites, just 10 have optimal alternatives that utilize LLWAS (Table 27).

TABLE 27

Sites where LLWAS is used as a complementary or primary sensor Site Current Complementary optimal LLWAS configuration ATL TDWR-LLWAS NEXRAD & LLWAS DEN TDWR-LLWAS NEXRAD & LLWAS DFW TDWR-LLWAS NEXRAD & LLWAS MCO TDWR-LLWAS TDWR & LLWAS ORD TDWR-LLWAS TDWR, NEXRAD & LLWAS MIA TDWR NEXRAD & LLWAS DAB LLWAS LLWAS RSW LLWAS NEXRAD & LLWAS SFO LLWAS NEXRAD & LLWAS SAV LLWAS NEXRAD & LLWAS

7.2.2 LIDAR Alternatives

LIDAR, by itself, can provide some benefit at all sites, but it is among the lowest performing of the single-senor systems and the implementation expenses make it cost effective only at Las Vegas (LAS). This cost benefit analysis attempts to optimize the net benefits of each alternative. If the focus were increasing the effectiveness of the system, LIDAR based alternatives would be more appropriate alternatives. In fact, from Table 19 we see that alternatives with LIDAR as a complementary system are selected at 53 of the sites when only improved safety coverage is considered. The difference in the choice of LIDAR complemented systems is primarily driven by the relative cost of the LIDAR system rather than by the ability of the system to enhance protection against wind shear.

7.2.3 TDWR Alternatives

Because the TDWR radar was designed and sited specifically for wind shear detection it is generally the best or next best alternative at the sites where it is installed. No new TDWR installations were considered for this analysis. When comparing TDWR, or any other alternatives, to the baseline it should be noted that nine TDWR locations are integrated with LLWAS-NE installations and these are all high benefit sites. Therefore, alternatives such as TDWR + NEXRAD show a loss relative to the baseline because of the loss of the LLWAS integration at those high value sites.

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WSP is one potential alternative to the existing TDWR installations; however, in all cases WSP performance would result in a performance degradation compared to the TDWR. Replacing all 45 TDWR or TDWR-LLWAS installations with WSP or WSP-LLWAS configurations, respectively, would result in a loss of $179 million in total life cycle safety and delay benefits ($17 million annually). Figure 49 shows the breakdown of benefit loss by TDWR site location.

Figure 49. Resulting life cycle benefit loss (safety + delay) from replacing TDWR and TDWR-LLWAS sites with WSP and WSP-LLWAS. A potential benefit exists at five unprotected study airports that are close enough to be covered by existing TDWR installations (CAK, ORL, PDK, PIE, and SFB). All of these airports currently have no ground-based coverage and the total added benefit would be $8.79 million, as shown in Table 28. No TDWRs are close enough to LLWAS-only sites to provide wind shear benefits.

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TABLE 28

Unprotected sites that would benefit from coverage of an existing TDWR Site Corresponding TDWR Site TDWR Life Cycle NPV (FY08 $M) CAK CLE $ 3.46 ORL MCO $ 2.40 PDK ATL $ 1.22 PIE TPA $ 1.07 SFB MCO $ 0.64

Total Net Benefit $ 8.79

7.2.4 WSP Alternatives

WSP is available only at sites where an ASR-9 currently exists but not all ASR-9s have WSP upgrades. As shown in the previous section, WSP by itself does not provide superior benefits to TDWR based systems. In fact, there is only one WSP combination that exceeded its TDWR counterpart and that was combining the WSP and LIDAR at LAS. According to our performance model, the on airport location of WSP allows it to detect gust fronts better than the TDWR or TDWR+LIDAR) increasing delay savings at LAS. When only safety is considered, however, the TDWR+LIDAR combination provides the optimal benefits. No LLWAS locations have existing ASR-9s that could be upgraded. There are 12 unprotected sites, however, that could be upgraded to WSP. None of the WSP combinations evaluated resulted in positive NPV values at any of these sites, but each provided some level of additional wind shear protection. Table 29 lists the sites and their associated safety benefits for WSP and WSP&LIDAR alternatives (not considering delay or the costs of implementation). Each alternative is also measured against the total possible safety benefit at that site (relative to the NAS protected by pilot training and PWS).

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TABLE 29

WSP safety benefits at currently unprotected sites

SITE

Residual Life Cycle Safety

Exposure After Pilot and PWS (FY08 $M)

Life Cycle WSP

Safety Reduction (FY08 $M)

% of Residual

Life Cycle WSP&LIDAR

Safety Reduction (FY08 $M)

% of Residual

BUR 0.432 0.316 73% 0.393 91% LGB 1.803 0.899 50% 1.277 71% MHT 0.985 0.405 41% 0.805 82% OAK 0.581 0.469 81% 0.542 93% ORL* 0.929 0.420 45% 0.568 61% PDK* 0.946 0.044 5% 0.245 26% PIE* 2.139 1.016 47% 1.333 62% PWM 0.402 0.012 3% 0.201 50% SAN 1.308 0.160 12% 0.537 41% SJC 0.231 0.122 53% 0.186 80% SMF 0.719 0.153 21% 0.416 58% SNA 0.453 0.080 18% 0.287 63%

* indicates existing TDWR is also available at this site

7.2.5 NEXRAD Alternatives

NEXRAD is an attractive alternative to other radar-based systems as it is a multi-agency radar (DoD, NWS, FAA) and because of that the expected additional costs for adding operational microburst and gust front capability is much smaller than competing systems (see Figure 32). In fact, gust front detection algorithms (MIGFA) are already part of the NEXRAD ORPG. However, the radar siting is primarily based on coverage of population centers and not on airport locations. Effectivity estimates from the MIT/LL simulation study indicate that despite location issues a significant number of sites are covered adequately. As shown in Table 30, NEXRAD provides coverage for wind shear at 74 of the 161 airports studied. And, 53 of those sites achieve wind shear PODs greater than 90%. In addition, about one third of the high POD sites are non-WSP and/or non-TDWR sites.

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TABLE 30

Breakdown of NEXRAD coverage sites by current site type and NEXRAD performance

Site Type NEXRAD MB POD

TDWR WSP LLWAS NoWS Total

Greater than 90% 21 10 14 8 53

50 – 90 % 8 1 6 6 21

Poor or No Coverage 17 24 20 26 87

A note of caution in interpreting these results, TDWR and WSP simulation results were compared against measured results from field studies but NEXRAD has never been used for microburst detection. The effectivity simulation attempts to measure the potential for a system to detect microbursts and gust fronts based on several metrics of wind shear characteristics (wet/dry frequency, outflow depth, strength, etc). The NEXRAD system with combined wider beam widths and longer distances may be more sensitive to some of these characteristics than either TDWR or WSP. Having said that, sites with high PODs combined with the relatively inexpensive implementation costs overwhelmingly have NEXRAD based alternatives as their optimal choices. A total of 63 airports have NEXRAD or NEXRAD+LLWAS as the optimal choice (three additional sites recommend NEXRAD in addition to TDWR).

7.2.6 X-band Alternatives

The X-band radar and alternatives that combine with it are routinely the best performing alternative at almost all sites. Certainly that is true at the LLWAS and unprotected sites where TDWR and WSP alternatives were not even considered. But, even in high value airports this radar scored consistently high. Indeed, referring to Table 19, you see that X-band based alternatives are chosen for highest safety coverage at 61 sites. That number increases to 77 if you consider both safety and delay. However, the X-band radar is not a finished system and implementation costs are estimated to be the highest of all alternatives. Because of this no X-band system is chosen as an optimal system at any site. In addition, actual performance (many of the radar parameters were based on theoretical design) may be highly variable and there may also be issues related to radar placement especially at congested airports.

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8. SUMMARY AND CONCLUSIONS

In this report, we quantified the effectiveness and associated operational benefits of deployed ground based wind shear detection systems (TDWR, ASR-9 augmented with the Weather Systems Processor (WSP) and LLWAS). In addition, we considered complementary or alternative sensors including the WSR-88D (or NEXRAD), Lidar and X-Band based wind shear systems, and various integrated systems that combine multiple sensors. All 20 of these single-sensor and integrated configurations were evaluated for the 121 US airports that currently have some type of operational, ground-based wind shear system. Additionally, 40 smaller airports that are not currently protected by ground based wind shear systems were also examined. Wind shear phenomena are still a potent hazard to aircraft in the United States and around the world. This analysis presents a thorough review of the wind shear hazards to aircraft and the estimated exposure throughout the country based on recent archive data from TDWR and ITWS and climatological surrogates for wet and dry microburst exposure. A complete review and update of the expected wind shear related accident rate was performed, including the use of the now 25+ year safety record to cross-check measured accident rates against models of pilot training, airborne PWS, and ground based wind shear protection methods. Updated accident profiles were also used to calculate the anticipated costs of life and property in wind shear accidents. The current state of protection from wind shear is high, with some 95% of the estimated safety-related financial exposure being removed from the system by a combination of pilot training, airborne wind shear systems and ground-based detection and prediction systems. In addition, ground-based systems provide wide-area warnings of wind shear and gust fronts that aid in the reduction of delay. A conservative approach for considering delay was taken by restricting delay reduction estimates to the algorithm directly related to wind shear detection. Delay benefit assessments were based on the wind shift prediction ability of ground-based systems and the associated reduction in runway closures for unplanned runway change operations. The effectiveness of the various wind shear system configurations to detect wind shear was estimated by simulating the radar or other system characteristics (clutter, range-folding, beam widths/heights, etc). These system models were then used to estimate how well the system would detect the specific profile of microburst and gust front activity at that airport. In addition, life cycle cost data were approximated from FAA and industry estimates for the various systems. Each airport’s wind shear exposure and projected operations from 2010–32 were combined with the modeled performance expectation of each alternative to estimate the safety savings (from accident reduction) and decreased delay (from reduced runway down time) for each of the study airports. Safety benefits were the primary focus for benefits, delay reduction benefits were deliberately conservative and focused on the direct benefit of wind shift prediction from wind shear related algorithms. The overall goal was to determine the optimal wind shear detection system at each site taking into account not just the benefits of the system but also its costs. Figure 50 summarizes the overall results of this analysis. While

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many of the existing systems of today are often not the optimal solution chosen, replacing current systems with the alternatives chosen at all sites results in a net benefits increase of only 7%. Evaluating the multitude of system choices for an optimal alternative based on costs and benefits must be done with consideration of the variability of projected system costs and timelines. Existing systems like LLWAS, WSP and TDWR have better known operating costs than their prospective counterparts (NEXRAD, Lidar, and X-band). In addition, new systems were assumed for this analysis to begin in 2013, therefore extended timelines for implementation and siting of new systems would significantly reduce system benefits over competing systems. Finally, costs are distributed based on assumptions about how many sites would be fitted with each system. Therefore, making decisions to replace only a few systems with an alternative would require updated cost data to verify the investment decision. Most notable in the list of most chosen alternatives, is the NEXRAD radar. NEXRAD would require new microburst detection algorithms and a rapid (1–2 minute) surface scan strategy. But, the NEXRAD’s reduced cost of operations makes it an attractive alternative to pursue. TDWR and TDWR-LLWAS locations are fairly well optimized with few better alternatives being found. Many of the WSP sites have the highest NPV with WSP, but at a significant number of sites NEXRAD is the optimal alternative. LLWAS sites have limited options for alternatives as there are no nearby TDWR or WSP sensors. Therefore, NEXRAD is again chosen as a frequent alternative. Unprotected sites frequently benefit from NEXRAD but five sites are close enough to existing TDWR sites that satellite operations at the airport are the optimal choice. New Airport weather radars, such as X-band systems, were among the best performing based on model simulations, but the large expense of a new program and radar kept this sensor from being chosen an optimal alternative at any site. Finally, systems with LIDAR were only chosen at one site (LAS). This system also suffered from high expenses but also from the wind shear exposure research that showed dry western environments generally had fewer events than had previously been estimated. However, when alternative selection is optimized by safety, without regard for costs, alternatives that include LIDAR as a complimentary system are frequently selected. Finally, the meteorological, accident investigation and radar simulation methodologies performed for this study may prove a valuable asset in the future investigation of optimizing wind shear system investments.

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Site Name

Current System


on Safety+Delay

Site Name

Current System


on Safety+Delay

Site Name

Current System


on Safety+Delay

Site Name

Current System


on Safety+Delay

Site Name

Current System

Optimal System Based on

Safety+Delay

ABE NoWS None CMI NoWS None HNL WSP WSP MKE TDWR TDWR RSW LLWAS NEXRAD & LLWAS

ABQ WSP NEXRAD COS LLWAS NEXRAD HOU TDWR NEXRAD MLI LLWAS NEXRAD SAN NoWS None

ADW TDWR None CRP NoWS NEXRAD HPN WSP WSP MLU LLWAS None SAT WSP NEXRAD

AGS LLWAS None CRW LLWAS None HSV WSP None MOB LLWAS NEXRAD SAV LLWAS NEXRAD & LLWAS

ALB WSP WSP CSG LLWAS None IAD TDWR NEXRAD MSN WSP None SBN NoWS None

AMA NoWS NEXRAD CVG TDWR TDWR IAH TDWR TDWR & NEXRAD MSP TDWR NEXRAD SDF TDWR NEXRAD

ASE NoWS None DAB LLWAS LLWAS ICT TDWR NEXRAD MSY TDWR & LLWAS TDWR SEA WSP WSP

ATL TDWR & LLWAS

NEXRAD & LLWAS DAL TDWR TDWR ILM NoWS NEXRAD MYR NoWS NEXRAD SFB NoWS TDWR

AUS WSP WSP DAY TDWR None IND TDWR NEXRAD OAK NoWS None SFO LLWAS NEXRAD & LLWAS

AVL LLWAS None DCA TDWR NEXRAD ISP WSP NEXRAD OKC TDWR NEXRAD SGF LLWAS NEXRAD

AVP NoWS None DEN TDWR & LLWAS

NEXRAD & LLWAS JAN LLWAS NEXRAD OMA LLWAS NEXRAD SHV LLWAS NEXRAD

AZO NoWS None DFW TDWR & LLWAS

NEXRAD & LLWAS JAX WSP NEXRAD ONT WSP WSP SJC NoWS None

BDL WSP WSP DSM WSP NEXRAD JFK TDWR TDWR ORD TDWR & LLWAS

TDWR,LLWAS, NEXRAD SJU TDWR TDWR

BGM NoWS None DTW TDWR TDWR LAN LLWAS None ORF WSP WSP SLC TDWR TDWR

BHM WSP NEXRAD ELP WSP WSP LAS TDWR WSP & LIDAR ORL NoWS TDWR SMF NoWS NEXRAD

BIL LLWAS NEXRAD ERI NoWS None LAX WSP WSP PBI TDWR TDWR SNA NoWS None

BIS NoWS None EVV NoWS None LBB WSP NEXRAD PDK NoWS TDWR SPI LLWAS None

BNA TDWR NEXRAD EWR TDWR TDWR LEX LLWAS None PDX WSP WSP SRQ WSP NEXRAD

BOI NoWS NEXRAD FAR NoWS None LFT NoWS None PHF NoWS NEXRAD STL TDWR & LLWAS NEXRAD

BOS TDWR TDWR FAY LLWAS None LGA TDWR & LLWAS TDWR PHL TDWR TDWR SUX LLWAS None

BTR LLWAS None FLL TDWR TDWR & NEXRAD LGB NoWS None PHX TDWR NEXRAD SYR WSP None

BTV NoWS NEXRAD FNT NoWS NEXRAD LIT LLWAS NEXRAD PIA LLWAS None TLH LLWAS NEXRAD

BUF WSP NEXRAD FSD LLWAS NEXRAD LNK LLWAS None PIE NoWS TDWR TOL WSP None

BUR NoWS None FSM LLWAS None MAF LLWAS NEXRAD PIT TDWR NEXRAD TPA TDWR & LLWAS NEXRAD

BWI TDWR TDWR FWA WSP None MBS NoWS None PNS LLWAS None TRI LLWAS None

CAE LLWAS NEXRAD GCN NoWS None MCI TDWR TDWR PVD LLWAS NEXRAD TUL TDWR NEXRAD

CAK NoWS TDWR GEG WSP NEXRAD MCO TDWR&LLWAS

TDWR&LLWAS PWM NoWS NEXRAD TUS WSP WSP

CHA LLWAS None GFK NoWS NEXRAD MDT WSP None RDU TDWR NEXRAD TWF NoWS None

CHS WSP WSP GPT NoWS None MDW TDWR NEXRAD RIC WSP NEXRAD TYS WSP None

CID WSP None GRB LLWAS None MEM TDWR NEXRAD RNO NoWSNEXRAD &

LLWAS

CLE TDWR NEXRAD GRR WSP NEXRAD MGM LLWAS None ROA LLWAS None

CLT TDWR TDWR GSO WSP WSP MHT NoWS None ROC WSP WSP

CMH TDWR TDWR GSP LLWAS None MIA TDWR NEXRAD & LLWAS RST LLWAS None

Figure 50. Summary of optimal alternatives for all 161 study sites.


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GLOSSARY

ARENAs Areas Noted for Attention

ASR9 Airport Surveillance Radar-9

CREM Clutter Residue Map

DFAD Digital Feature Analysis Data

FAA Federal Aviation Administration

GF Gust Front

LLWAS-RS Low Altitude Wind Shear Alert System Relocation/Sustainment

LMCT Lockheed Martin Coherent Technologies

MB Microburst

MIGFA Machine Intelligent Gust Front Algorithm

MPAR Multi-mission Phased Array Radar

NAS National Airspace System

NCAR National Center for Atmospheric Research

NEXRADs Next Generation Weather Radar

NTSB National Transportation Safety Board

PDF Probability Distribution Function

SLEPs Service Life Extension Programs

TDWR Terminal Doppler Weather Radar

WSI Weather Services Incorporated

WSP Weather Systems Processor

WSR-88D Weather Surveillance Radar-1988 Doppler


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Cole, R. E., and R. F. Todd, 1996: “A comparative performance study of TDWR/LLWAS 3 integration

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Cullen, J. A., and M. M. Wolfson, 1990: “Predicting Summer Microburst Hazard from Thunderstorm Day

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Hannon, S. M., 2004: “Pulsed Doppler lidar for terminal weather area monitoring of wind and wake hazards,” preprints, 11th Conf. on Aviation, Range, and Aerospace Meteorology, Amer. Meteor. Soc., Hyannis, MA, P4.21, http://ams.confex.com/ams/pdfpapers/87757.pdf.

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APP

EN

DIX

A

WIN

D-S

HE

AR

AN

D W

IND

-SH

IFT

EX

POSU

RE

ASS

ESS

ME

NT

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s A

BE

NoW

S

45.1

58

0.41

64

98

0.97

0.

46

60

A

BQ

W

SP

86

.3

28

9 2.

02

8978

1.

34

1.95

129

AD

W

TDW

R

34.8

55

0.39

66

68

1.00

0.

45

25

A

GS

LLW

AS

45

.6

12

7 0.

89

6832

1.

02

0.90

38

ALB

W

SP

45

.2

71

0.

50

6016

0.

90

0.54

61

AM

A

NoW

S

49.8

183

1.28

81

64

1.22

1.

27

13

3 A

SE

NoW

S

24.5

97

0.68

84

55

1.26

0.

74

18

9

ATL

TD

WR

-LL

WA

S

91.6

289

2.02

71

25

1.07

1.

93

62

A

US

WS

P

53.2

115

0.81

68

71

1.03

0.

83

44

A

VL

LLW

AS

25

.1

60

0.

42

7983

1.

19

0.49

32

AVP

N

oWS

43

.8

56

0.

39

6316

0.

94

0.45

61

AZO

N

oWS

58

.9

99

0.

69

6772

1.

01

0.72

94

BD

L W

SP

63

.0

67

0.

47

4917

0.

74

0.49

49

BG

M

NoW

S

44.1

55

0.38

54

34

0.81

0.

43

58

B

HM

W

SP

46

.6

15

9 1.

11

7121

1.

06

1.11

53

BIL

LL

WA

S

48.3

138

0.96

74

38

1.11

0.

98

11

0 B

IS

NoW

S

46.4

108

0.76

77

55

1.16

0.

80

41

B

NA

TD

WR

84

.4

20

1 1.

40

6979

1.

04

1.37

44

BO

I N

oWS

29

.9

96

0.

67

6008

0.

90

0.69

67

BO

S TD

WR

10

3.5

10

5 0.

73

3863

0.

58

0.72

93

BTR

LL

WA

S

47.8

260

1.82

81

89

1.22

1.

76

41

B

TV

NoW

S

42.6

52

0.36

55

71

0.83

0.

41

57

99

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s B

UF

WS

P

45.3

61

0.43

63

06

0.94

0.

48

63

B

UR

N

oWS

44

.8

19

0.

13

797

0.12

0.

13

44

B

WI

TDW

R

78.5

109

0.76

66

43

0.99

0.

79

48

C

AE

LLW

AS

46

.6

13

0 0.

91

6832

1.

02

0.92

46

CA

K

NoW

S

44.9

79

0.55

67

54

1.01

0.

60

57

C

HA

LL

WA

S

43.8

110

0.77

70

49

1.05

0.

80

28

C

HS

WS

P

46.1

139

0.97

68

89

1.03

0.

98

65

C

ID

WS

P

44.4

61

0.43

66

58

1.00

0.

48

47

C

LE

TDW

R

67.6

130

0.91

68

21

1.02

0.

92

66

C

LT

TDW

R

68.8

119

0.83

67

94

1.02

0.

85

43

C

MH

TD

WR

38

.2

99

0.

69

6836

1.

02

0.72

42

CM

I N

oWS

64

.5

16

8 1.

18

6877

1.

03

1.16

123

CO

S LL

WA

S

70.5

252

1.76

90

66

1.36

1.

72

15

3 C

RP

NoW

S

43.8

78

0.54

67

39

1.01

0.

59

67

C

RW

LL

WA

S

44.0

63

0.44

65

18

0.97

0.

50

23

C

SG

LLW

AS

43

.8

16

5 1.

15

7146

1.

07

1.14

42

CVG

TD

WR

88

.4

19

3 1.

35

6793

1.

02

1.32

52

DA

B

LLW

AS

52

.2

33

9 2.

37

1199

1 1.

79

2.31

49

DA

L TD

WR

55

.2

14

2 0.

99

7015

1.

05

1.00

58

DA

Y TD

WR

67

.1

17

1 1.

20

6911

1.

03

1.18

47

DC

A

TDW

R

53.1

85

0.59

66

68

1.00

0.

63

56

DEN

TD

WR

-LL

WA

S

125.

8

427

2.99

89

46

1.34

2.

82

10

5

DFW

TD

WR

-LL

WA

S

117.

1

301

2.11

70

15

1.05

2.

00

52

D

SM

WS

P

47.8

121

0.85

70

50

1.05

0.

87

52

D

TW

TDW

R

98.3

190

1.33

68

09

1.02

1.

30

76

EL

P W

SP

54

.6

15

4 1.

08

7911

1.

18

1.09

80

ERI

NoW

S

41.9

49

0.34

62

46

0.93

0.

40

78

100

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s EV

V N

oWS

61

.2

14

9 1.

04

6936

1.

04

1.04

45

EWR

TD

WR

54

.7

49

0.

35

5667

0.

85

0.40

71

FAR

N

oWS

60

.3

72

0.

50

6190

0.

93

0.55

59

FAY

LLW

AS

44

.3

10

0 0.

70

6815

1.

02

0.73

35

FLL

TDW

R

57.6

343

2.40

11

016

1.65

2.

32

74

FN

T N

oWS

61

.8

92

0.

64

6741

1.

01

0.68

57

FSD

LL

WA

S

63.0

148

1.03

71

13

1.06

1.

04

66

FS

M

LLW

AS

44

.5

18

3 1.

28

7251

1.

08

1.26

52

FWA

W

SP

64

.5

16

3 1.

14

6898

1.

03

1.13

41

GC

N

NoW

S

25.7

82

0.58

87

78

1.31

0.

65

12

8 G

EG

WS

P

46.0

137

0.96

52

30

0.78

0.

94

63

G

FK

NoW

S

56.0

61

0.43

58

08

0.87

0.

47

60

G

PT

NoW

S

44.2

247

1.73

84

28

1.26

1.

68

57

G

RB

LL

WA

S

46.5

50

0.35

51

55

0.77

0.

39

62

G

RR

W

SP

62

.4

67

0.

47

5521

0.

83

0.51

48

GSO

W

SP

47

.0

76

0.

53

6814

1.

02

0.58

32

GSP

LL

WA

S

26.8

50

0.35

68

70

1.03

0.

42

36

H

NL

WS

P

70.2

63

0.44

16

47

0.25

0.

42

58

H

OU

TD

WR

71

.5

34

4 2.

41

7506

1.

12

2.28

48

HPN

W

SP

42

.7

40

0.

28

5626

0.

84

0.34

87

HSV

W

SP

49

.3

15

2 1.

06

7058

1.

06

1.06

60

IAD

TD

WR

73

.4

11

7 0.

82

6679

1.

00

0.84

30

IAH

TD

WR

73

.9

37

4 2.

62

7866

1.

18

2.48

48

ICT

TDW

R

60.9

193

1.35

72

86

1.09

1.

33

76

IL

M

NoW

S

46.0

103

0.72

67

76

1.01

0.

75

43

IN

D

TDW

R

66.6

213

1.49

69

61

1.04

1.

44

48

IS

P W

SP

63

.5

59

0.

41

4863

0.

73

0.45

62

JAN

LL

WA

S

41.2

169

1.18

72

41

1.08

1.

17

40

JA

X W

SP

47

.2

28

7 2.

00

9743

1.

46

1.95

57

101

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s JF

K

TDW

R

84.2

76

0.53

56

67

0.85

0.

56

70

LA

N

LLW

AS

46

.8

58

0.

41

6477

0.

97

0.46

50

LAS

TDW

R

58.0

170

1.19

64

71

0.97

1.

17

16

1 LA

X W

SP

54

.0

23

0.

16

797

0.12

0.

16

25

LB

B

WS

P

59.7

205

1.44

81

95

1.23

1.

41

12

2 LE

X LL

WA

S

41.6

66

0.46

67

83

1.01

0.

52

42

LF

T N

oWS

48

.1

23

2 1.

62

7671

1.

15

1.57

43

LGA

TD

WR

-LL

WA

S

45.7

44

0.31

58

04

0.87

0.

36

10

1 LG

B

NoW

S

79.0

122

0.86

23

32

0.35

0.

80

47

LI

T LL

WA

S

58.8

211

1.47

71

14

1.06

1.

43

40

LN

K

LLW

AS

56

.2

11

9 0.

83

6998

1.

05

0.85

58

MA

F LL

WA

S

70.4

205

1.43

81

60

1.22

1.

41

12

4 M

BS

NoW

S

45.9

51

0.35

62

89

0.94

0.

41

66

M

CI

TDW

R

73.8

269

1.88

71

77

1.07

1.

80

63

MC

O

TDW

R-

LLW

AS

86

.8

56

9 3.

98

1298

8 1.

94

3.78

70

MD

T W

SP

25

.9

35

0.

25

6587

0.

99

0.32

81

MD

W

TDW

R

52.2

124

0.87

68

33

1.02

0.

88

82

M

EM

TDW

R

65.7

213

1.49

69

58

1.04

1.

45

53

M

GM

LL

WA

S

44.7

187

1.31

72

40

1.08

1.

28

33

M

HT

NoW

S

46.7

49

0.34

52

00

0.78

0.

39

49

M

IA

TDW

R

66.9

423

2.96

12

061

1.80

2.

84

85

M

KE

TDW

R

85.0

162

1.14

66

63

1.00

1.

12

61

M

LI

LLW

AS

62

.5

10

3 0.

72

6825

1.

02

0.75

53

MLU

LL

WA

S

61.0

250

1.75

72

32

1.08

1.

68

45

M

OB

LL

WA

S

42.6

239

1.67

84

80

1.27

1.

63

57

M

SN

WS

P

61.0

92

0.64

67

18

1.00

0.

68

53

M

SP

TDW

R

86.5

103

0.72

63

39

0.95

0.

74

58

102

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s

MSY

TD

WR

-LL

WA

S

63.2

343

2.40

81

89

1.22

2.

28

37

M

YR

NoW

S

25.9

70

0.49

68

38

1.02

0.

54

16

O

AK

N

oWS

60

.3

7

0.05

23

1 0.

03

0.05

76

OK

C

TDW

R

69.5

188

1.31

71

53

1.07

1.

29

68

O

MA

LL

WA

S

49.1

123

0.86

70

37

1.05

0.

88

48

O

NT

WS

P

30.5

59

0.41

26

82

0.40

0.

41

49

OR

D

TDW

R-

LLW

AS

11

7.7

27

9 1.

95

6833

1.

02

1.86

53

OR

F W

SP

45

.6

60

0.

42

6541

0.

98

0.47

83

OR

L N

oWS

43

.4

28

4 1.

99

1298

8 1.

94

1.98

78

PBI

TDW

R

46.6

295

2.06

12

061

1.80

2.

04

77

PD

K

NoW

S

61.2

188

1.32

70

57

1.06

1.

29

72

PD

X W

SP

59

.5

39

0.

27

1040

0.

16

0.26

49

PHF

NoW

S

44.5

62

0.43

66

24

0.99

0.

49

90

PH

L TD

WR

64

.4

69

0.

49

6320

0.

95

0.53

54

PHX

TDW

R

46.2

89

0.63

66

58

1.00

0.

66

39

PI

A

LLW

AS

47

.9

12

0 0.

84

6893

1.

03

0.86

40

PIE

NoW

S

64.5

394

2.76

10

557

1.58

2.

64

83

PI

T TD

WR

69

.7

93

0.

65

6257

0.

94

0.68

49

PNS

LLW

AS

45

.6

24

5 1.

71

8121

1.

21

1.66

76

PVD

LL

WA

S

45.0

46

0.32

38

19

0.57

0.

35

84

PW

M

NoW

S

44.3

51

0.35

37

55

0.56

0.

37

52

R

DU

TD

WR

66

.8

10

8 0.

75

6760

1.

01

0.78

39

RIC

W

SP

50

.0

91

0.

64

6716

1.

00

0.68

46

RN

O

NoW

S

49.9

188

1.32

56

49

0.84

1.

27

15

8 R

OA

LL

WA

S

44.8

91

0.64

77

80

1.16

0.

69

60

R

OC

W

SP

61

.2

80

0.

56

5741

0.

86

0.59

53

RST

LL

WA

S

46.8

57

0.40

61

93

0.93

0.

45

84

103

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s R

SW

LLW

AS

27

.4

16

7 1.

17

1121

5 1.

68

1.22

110

SAN

N

oWS

25

.9

22

0.

15

1198

0.

18

0.16

39

SAT

WS

P

50.1

98

0.69

68

51

1.02

0.

72

51

SA

V LL

WA

S

47.0

178

1.25

70

64

1.06

1.

23

44

SB

N

NoW

S

57.8

142

0.99

67

17

1.00

1.

00

51

SD

F TD

WR

65

.1

12

2 0.

86

6802

1.

02

0.87

57

SEA

W

SP

30

.7

18

0.

13

815

0.12

0.

13

43

SF

B

NoW

S

60.5

393

2.75

11

991

1.79

2.

65

84

SF

O

LLW

AS

54

.7

6

0.04

19

9 0.

03

0.04

55

SGF

LLW

AS

45

.7

15

6 1.

09

7196

1.

08

1.09

47

SHV

LLW

AS

45

.9

18

8 1.

31

7150

1.

07

1.29

58

SJC

N

oWS

32

.5

4

0.03

23

1 0.

03

0.03

59

SJU

TD

WR

42

.6

53

0.

37

6396

0.

96

0.43

25

SLC

TD

WR

81

.4

24

6 1.

72

7454

1.

11

1.66

126

SMF

NoW

S

50.6

14

0.10

50

2 0.

08

0.10

44

SNA

N

oWS

25

.6

11

0.

08

797

0.12

0.

08

98

SP

I LL

WA

S

63.3

167

1.17

69

82

1.04

1.

16

54

SR

Q

WS

P

44.5

261

1.82

96

20

1.44

1.

79

11

6

STL

TDW

R-

LLW

AS

72

.9

17

5 1.

22

6860

1.

03

1.20

61

SUX

LLW

AS

45

.1

10

2 0.

71

7027

1.

05

0.75

62

SYR

W

SP

45

.7

56

0.

39

4757

0.

71

0.42

55

TLH

LL

WA

S

45.7

211

1.47

75

17

1.12

1.

44

32

TO

L W

SP

46

.9

11

3 0.

79

6823

1.

02

0.81

43

TPA

TD

WR

-LL

WA

S

77.5

473

3.31

10

557

1.58

3.

14

33

TR

I LL

WA

S

43.4

93

0.65

79

36

1.19

0.

70

24

TU

L TD

WR

64

.7

18

7 1.

31

7032

1.

05

1.28

52

TUS

WS

P

50.4

149

1.04

82

54

1.23

1.

06

10

9

104

Airp

ort I

nfo

M

icro

burs

ts

Gus

t Fro

nts

SWEF

Win

d Sh

ifts

Site

Ty

pe

Airp

ort

AR

ENA

C

over

age

(s

q-km

)

Mic

robu

rsts

in

the

AR

ENA

(m

b/ye

ar)

Mbe

xp

Gus

t Fr

onts

in

the

AR

ENA

(g

f/yea

r)

Gfe

xp

(0.1

*GF+

0.9*

MB

)

Ann

ual N

umbe

r of

Stro

ng W

ind

Shift

s TW

F N

oWS

43

.0

15

0 1.

05

6641

0.

99

1.04

219

TYS

WS

P

31.9

63

0.44

69

51

1.04

0.

50

32

A

vera

ge

55

143

1 66

87

1 16

1

64

105


APP

EN

DIX

B

PIL

OT

OB

SER

VA

BIL

ITY

AN

D P

WS

AIR

BO

RN

E S

YST

EM

EFE

CT

IVE

NE

SS

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s A

BE

NoW

S

66

33

34

73

76

17.7

90.0

60

%

AB

Q

WS

P

70

73

30

95

78

31.0

91.2

61

%

AD

W

TDW

R

61

46

39

83

77

23.3

88.5

59

%

AG

S LL

WA

S

77

59

23

94

79

26.5

93.2

62

%

ALB

W

SP

65

29

35

74

75

16

.8

89

.7

60%

A

MA

N

oWS

57

48

43

88

79

25

.8

87

.4

59%

A

SE

NoW

S

45

54

55

80

76

26.0

83.8

57

%

ATL

TD

WR

-LL

WA

S

71

56

29

93

79

26.4

91.5

61

%

AU

S W

SP

64

63

36

94

79

29

.3

89

.4

60%

A

VL

LLW

AS

70

67

30

90

78

28

.8

91

.2

61%

A

VP

NoW

S

67

39

33

73

75

18.8

90.3

61

%

AZO

N

oWS

59

32

41

78

76

19

.3

87

.9

59%

B

DL

WS

P

66

32

34

76

75

17.6

90.0

60

%

BG

M

NoW

S

66

36

34

81

75

19.2

90.0

60

%

BH

M

WS

P

72

65

28

90

79

28.4

91.8

62

%

BIL

LL

WA

S

43

49

57

85

74

25.7

83.2

56

%

BIS

N

oWS

49

45

51

88

75

25

.1

85

.0

57%

B

NA

TD

WR

58

62

42

97

78

29

.9

87

.6

59%

B

OI

NoW

S

36

61

64

95

74

30.6

81.2

55

%

BO

S TD

WR

63

28

37

69

75

16

.2

89

.1

60%

B

TR

LLW

AS

78

60

22

95

81

27

.4

93

.5

63%

B

TV

NoW

S

53

32

47

76

75

19.8

86.2

58

%

107

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

BU

F W

SP

52

48

48

84

76

24

.8

85

.9

58%

B

UR

N

oWS

49

70

51

88

77

30

.5

85

.0

57%

B

WI

TDW

R

58

46

42

81

77

23.4

87.6

59

%

CA

E LL

WA

S

64

61

36

94

79

28.8

89.4

60

%

CA

K

NoW

S

72

46

28

80

76

21.1

91.8

62

%

CH

A

LLW

AS

75

59

25

89

79

26

.3

92

.6

62%

C

HS

WS

P

81

57

19

91

80

25.4

94.4

63

%

CID

W

SP

65

31

35

74

76

17

.5

89

.7

60%

C

LE

TDW

R

56

40

44

79

77

22.0

87.1

59

%

CLT

TD

WR

72

52

28

88

78

24

.2

91

.8

62%

C

MH

TD

WR

67

47

33

79

77

22

.2

90

.3

61%

C

MI

NoW

S

66

42

34

77

77

20.8

90.0

60

%

CO

S LL

WA

S

68

61

32

90

77

27.1

90.6

61

%

CR

P N

oWS

66

63

34

96

80

29

.7

90

.0

60%

C

RW

LL

WA

S

60

51

40

85

77

24.9

88.2

59

%

CSG

LL

WA

S

70

63

30

94

80

28.9

91.2

61

%

CVG

TD

WR

64

45

36

82

77

22

.5

89

.4

60%

D

AB

LL

WA

S

75

66

25

85

83

29.4

92.6

62

%

DA

L TD

WR

66

60

34

92

79

28

.0

90

.0

60%

D

AY

TDW

R

68

46

32

81

77

22.0

90.6

61

%

DC

A

TDW

R

60

46

40

84

77

23.6

88.2

59

%

DEN

TD

WR

-LL

WA

S

43

35

57

84

76

23.9

83.2

56

%

DFW

TD

WR

-LL

WA

S

66

53

34

91

79

26.0

90.0

60

%

DSM

W

SP

49

42

51

89

77

25

.4

85

.0

57%

D

TW

TDW

R

64

36

36

77

76

19.3

89.4

60

%

ELP

WS

P

71

73

29

96

78

31.1

91.5

61

%

ERI

NoW

S

61

35

39

75

76

19.2

88.5

59

%

108

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

EVV

NoW

S

56

45

44

91

78

25.4

87.1

59

%

EWR

TD

WR

63

39

37

78

76

20

.3

89

.1

60%

FA

R

NoW

S

60

29

40

75

74

17.5

88.2

59

%

FAY

LLW

AS

72

51

28

88

78

23

.9

91

.8

62%

FL

L TD

WR

83

71

17

92

82

30

.6

95

.0

64%

FN

T N

oWS

60

35

40

77

76

19

.7

88

.2

59%

FS

D

LLW

AS

42

56

58

94

76

29

.7

82

.9

56%

FS

M

LLW

AS

67

54

33

91

79

26

.2

90

.3

61%

FW

A

WS

P

64

40

36

81

77

21.1

89.4

60

%

GC

N

NoW

S

45

54

55

77

77

25.7

83.8

57

%

GEG

W

SP

50

59

50

91

73

27

.4

85

.3

57%

G

FK

NoW

S

58

41

42

83

74

21.7

87.6

59

%

GPT

N

oWS

74

69

26

96

82

31

.2

92

.4

62%

G

RB

LL

WA

S

46

43

54

87

74

24.7

84.1

57

%

GR

R

WS

P

50

37

50

82

75

22.3

85.3

57

%

GSO

W

SP

70

53

30

87

78

24

.6

91

.2

61%

G

SP

LLW

AS

67

69

33

95

78

30

.3

90

.3

61%

H

NL

WS

P

64

68

36

97

80

31.4

89.4

60

%

HO

U

TDW

R

77

60

23

96

81

27.7

93.2

62

%

HPN

W

SP

60

33

40

73

75

18

.4

88

.2

59%

H

SV

WS

P

73

62

27

93

79

27.8

92.1

62

%

IAD

TD

WR

51

49

49

88

77

26

.2

85

.6

58%

IA

H

TDW

R

74

56

26

95

82

27.1

92.4

62

%

ICT

TDW

R

58

38

42

88

78

23.0

87.6

59

%

ILM

N

oWS

76

57

24

88

79

25

.5

92

.9

62%

IN

D

TDW

R

55

43

45

91

78

25.2

86.8

58

%

ISP

WS

P

55

31

45

79

75

19.7

86.8

58

%

JAN

LL

WA

S

58

70

42

97

80

32.5

87.6

59

%

109

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

JAX

WS

P

64

68

36

97

81

31.8

89.4

60

%

JFK

TD

WR

58

38

42

76

76

20

.5

87

.6

59%

LA

N

LLW

AS

61

37

39

81

75

20

.3

88

.5

59%

LA

S TD

WR

38

70

62

83

77

30

.1

81

.8

55%

LA

X W

SP

46

61

54

90

77

29

.5

84

.1

57%

LB

B

WS

P

61

54

39

95

79

27.6

88.5

59

%

LEX

LLW

AS

73

48

27

84

77

22

.2

92

.1

62%

LF

T N

oWS

78

62

22

94

81

28

.0

93

.5

63%

LGA

TD

WR

-LL

WA

S

61

37

39

75

76

19.7

88.5

59

%

LGB

N

oWS

64

83

36

89

77

32

.8

89

.4

60%

LI

T LL

WA

S

55

53

45

90

79

27.5

86.8

58

%

LNK

LL

WA

S

63

37

37

86

76

20.9

89.1

60

%

MA

F LL

WA

S

66

59

34

97

79

28.4

90.0

60

%

MB

S N

oWS

63

39

37

76

75

19

.8

89

.1

60%

M

CI

TDW

R

71

43

29

88

78

21.9

91.5

61

%

MC

O

TDW

R-

LLW

AS

78

63

22

92

83

28

.8

93

.5

63%

M

DT

WS

P

69

42

31

76

76

20.0

90.9

61

%

MD

W

TDW

R

59

37

41

87

77

22.1

87.9

59

%

MEM

TD

WR

48

57

52

93

79

29

.9

84

.7

57%

M

GM

LL

WA

S

61

64

39

95

80

30.4

88.5

59

%

MH

T N

oWS

62

28

38

71

75

16

.6

88

.8

60%

M

IA

TDW

R

84

71

16

96

84

31.5

95.3

64

%

MK

E TD

WR

60

38

40

82

76

21

.1

88

.2

59%

M

LI

LLW

AS

50

42

50

87

76

24

.5

85

.3

57%

M

LU

LLW

AS

75

59

25

93

80

27

.0

92

.6

62%

M

OB

LL

WA

S

64

66

36

96

82

31.5

89.4

60

%

MSN

W

SP

66

37

34

78

76

19

.4

90

.0

60%

110

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

MSP

TD

WR

65

43

35

87

75

21

.9

89

.7

60%

MSY

TD

WR

-LL

WA

S

70

72

30

98

81

32.3

91.2

61

%

MYR

N

oWS

70

53

30

94

79

25

.8

91

.2

61%

O

AK

N

oWS

41

42

59

72

76

22

.7

82

.6

56%

O

KC

TD

WR

61

48

39

92

78

25

.4

88

.5

59%

O

MA

LL

WA

S

60

34

40

89

77

21.6

88.2

59

%

ON

T W

SP

46

73

54

90

77

31

.6

84

.1

57%

OR

D

TDW

R-

LLW

AS

58

36

42

83

77

21

.5

87

.6

59%

O

RF

WS

P

68

52

32

84

77

24.0

90.6

61

%

OR

L N

oWS

80

64

20

93

83

29

.0

94

.1

63%

PB

I TD

WR

82

72

18

87

83

31

.0

94

.7

63%

PD

K

NoW

S

74

59

26

90

79

26.5

92.4

62

%

PDX

WS

P

56

40

44

73

74

20.2

87.1

59

%

PHF

NoW

S

68

45

32

85

78

22.5

90.6

61

%

PHL

TDW

R

64

40

36

81

76

20.8

89.4

60

%

PHX

TDW

R

77

68

23

95

77

28.6

93.2

62

%

PIA

LL

WA

S

62

45

38

80

77

22.4

88.8

60

%

PIE

NoW

S

74

72

26

95

81

31.6

92.4

62

%

PIT

TDW

R

55

43

45

83

76

23.2

86.8

58

%

PNS

LLW

AS

73

71

27

96

82

31

.9

92

.1

62%

PV

D

LLW

AS

61

33

39

79

75

19

.1

88

.5

59%

PW

M

NoW

S

59

28

41

74

74

17.3

87.9

59

%

RD

U

TDW

R

64

52

36

92

78

25.9

89.4

60

%

RIC

W

SP

65

49

35

83

77

23

.4

89

.7

60%

R

NO

N

oWS

45

81

55

88

75

31

.8

83

.8

57%

R

OA

LL

WA

S

68

58

32

86

77

25.8

90.6

61

%

111

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

RO

C

WS

P

65

38

35

78

75

19.5

89.7

60

%

RST

LL

WA

S

69

43

31

79

75

20.3

90.9

61

%

RSW

LL

WA

S

85

55

15

88

81

24.3

95.6

64

%

SAN

N

oWS

55

88

45

91

77

34

.4

86

.8

58%

SA

T W

SP

64

56

36

94

80

27

.9

89

.4

60%

SA

V LL

WA

S

76

61

24

93

80

27.5

92.9

62

%

SBN

N

oWS

63

35

37

78

76

19

.3

89

.1

60%

SD

F TD

WR

62

40

38

87

77

22

.3

88

.8

60%

SE

A

WS

P

47

36

53

70

73

19.7

84.4

57

%

SFB

N

oWS

80

65

20

91

83

29

.1

94

.1

63%

SF

O

LLW

AS

38

45

62

73

76

23

.7

81

.8

55%

SG

F LL

WA

S

64

48

36

88

78

24.3

89.4

60

%

SHV

LLW

AS

59

57

41

94

80

28

.9

87

.9

59%

SJ

C

NoW

S

36

51

64

92

76

29.4

81.2

55

%

SJU

TD

WR

64

68

36

97

82

32

.2

89

.4

60%

SL

C

TDW

R

49

60

51

92

75

28.6

85.0

57

%

SMF

NoW

S

36

38

64

84

75

25.3

81.2

55

%

SNA

N

oWS

42

58

58

88

77

29

.0

82

.9

56%

SP

I LL

WA

S

59

43

41

82

78

23.0

87.9

59

%

SRQ

W

SP

69

70

31

93

81

31

.2

90

.9

61%

STL

TDW

R-

LLW

AS

62

53

38

91

77

26

.0

88

.8

60%

SU

X LL

WA

S

63

36

37

85

76

20.6

89.1

60

%

SYR

W

SP

65

32

35

76

75

17

.8

89

.7

60%

TL

H

LLW

AS

65

64

35

98

81

30

.7

89

.7

60%

TO

L W

SP

61

41

39

75

76

20

.6

88

.5

59%

TPA

TD

WR

-LL

WA

S

76

73

24

95

81

31.7

92.9

62

%

TRI

LLW

AS

72

53

28

88

77

24

.2

91

.8

62%

112

Pilo

t Obs

erva

bilit

y

Airb

orne

Site

Ty

pe

% o

f Tim

e H

igh

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of H

igh

Ref

l MB

Ev

ents

% o

f Tim

e Lo

w

Ref

lect

ivity

Estim

ated

Vi

sibi

lity

of L

ow

Ref

l MB

Ev

ents

% o

f Ti

me

MB

/GF

Occ

ur

Dur

ing

Day

light

% o

f Tim

e a

Pilo

t Can

Se

e Th

roug

h W

x to

See

M

B

PW

S Ef

fect

iven

ess

Airb

orne

%

Effe

ctiv

enes

s

TUL

TDW

R

65

46

35

91

78

24.1

89.7

60

%

TUS

WS

P

61

58

39

89

79

27.7

88.5

59

%

TWF

NoW

S

32

31

68

72

75

22.1

80.0

54

%

TYS

WS

P

70

57

30

90

78

26.1

91.2

61

%

Ave

rage

62

51

38

86

78

25

89

1

113


115

APPENDIX C WIND-SHEAR SYSTEM EFFECTIVITY BY SITE AND SYSTEM (POD MB & GF)

Site ABE ABQ ADW AGS ALB AMA ASE ATL AUS AVL AVP AZO BDL BGM BHM

Type NoWS WSP TDWR LLWAS WSP NoWS NoWS TDWR-LLWAS WSP LLWAS NoWS NoWS WSP NoWS WSP

MB 0.0% 89.6% 89.3% 45.8% 82.8% 0.0% 0.0% 90.9% 69.6% 43.3% 0.0% 0.0% 85.9% 0.0% 79.4%GF 0.0% 61.5% 79.4% 1.3% 74.4% 0.0% 0.0% 78.6% 41.8% 0.7% 0.0% 0.0% 76.5% 0.0% 57.7%MB 0.0% 93.1% 95.1% 45.8% 88.2% 0.0% 0.0% 98.7% 72.5% 43.3% 0.0% 0.0% 89.9% 0.0% 90.7%GF 0.0% 68.1% 91.9% 1.3% 78.2% 0.0% 0.0% 91.0% 53.1% 0.7% 0.0% 0.0% 79.6% 0.0% 66.0%MB 95.4% 95.9% 87.1% 90.8% 93.3% 95.1% 49.5% 94.3% 95.2% 87.9% 74.2% 95.3% 93.2% 95.8% 48.2%GF 83.0% 75.6% 88.7% 70.5% 90.5% 92.3% 2.7% 87.9% 90.4% 32.2% 29.1% 94.3% 77.2% 93.9% 15.9%MB 96.7% 97.0% 96.1% 94.2% 96.3% 96.0% 79.9% 96.2% 97.0% 93.4% 83.0% 97.1% 95.3% 96.9% 57.2%GF 90.0% 81.5% 94.3% 87.3% 93.7% 94.5% 3.5% 93.3% 93.7% 47.5% 41.9% 94.9% 87.9% 94.6% 30.5%MB 97.6% 97.9% 93.4% 95.3% 96.6% 97.5% 74.3% 97.9% 97.5% 93.9% 86.8% 97.6% 96.5% 97.9% 73.6%GF 90.0% 81.5% 94.3% 87.3% 93.7% 94.5% 3.5% 93.3% 93.7% 47.5% 41.9% 94.9% 87.9% 94.6% 30.5%MB 37.2% 19.2% 38.6% 15.7% 40.8% 21.8% 63.0% 16.3% 23.1% 22.6% 35.4% 48.6% 37.3% 31.6% 17.8%GF 58.3% 50.2% 65.1% 46.9% 64.0% 56.9% 2.9% 53.2% 56.6% 22.8% 22.4% 71.8% 54.6% 60.7% 11.9%MB 48.8% 48.8% 48.8% 45.8% 48.8% 48.8% 48.8% 61.9% 48.8% 43.3% 48.8% 48.8% 48.8% 48.8% 48.8%GF 1.4% 1.4% 1.4% 1.3% 1.4% 1.4% 1.4% 5.4% 1.4% 0.7% 1.4% 1.4% 1.4% 1.4% 1.4%MB 0.0% 96.8% 75.4% 0.0% 0.0% 97.2% 0.0% 97.1% 0.0% 0.0% 0.0% 0.0% 0.0% 97.5% 95.7%GF 0.0% 76.7% 63.5% 0.0% 0.0% 87.6% 0.0% 93.0% 18.1% 0.0% 0.0% 18.4% 0.0% 92.9% 94.0%MB 37.2% 97.9% 97.0% 15.7% 40.8% 97.5% 63.0% 97.8% 23.1% 22.6% 35.4% 48.6% 37.3% 97.8% 98.0%GF 58.3% 78.4% 82.7% 46.9% 64.0% 93.0% 2.9% 94.0% 67.8% 22.8% 22.4% 79.1% 54.6% 94.1% 94.0%MB 49.0% 98.4% 87.5% 49.0% 49.0% 98.6% 49.0% 98.9% 49.0% 49.0% 49.0% 49.0% 49.0% 98.7% 97.8%GF 58.3% 78.4% 82.7% 46.9% 64.0% 93.0% 2.9% 94.0% 67.8% 22.8% 22.4% 79.1% 54.6% 94.1% 94.0%MB 0.0% NA 95.1% NA NA 0.0% 0.0% 96.5% NA NA 0.0% 0.0% NA 0.0% NAGF 0.0% NA 91.9% NA NA 0.0% 0.0% 91.0% NA NA 0.0% 0.0% NA 0.0% NAMB 49.0% NA 97.5% NA NA 49.0% 49.0% 98.7% NA NA 49.0% 49.0% NA 49.0% NAGF 0.0% NA 91.9% NA NA 0.0% 0.0% 91.0% NA NA 0.0% 0.0% NA 0.0% NAMB 37.2% NA 97.5% NA NA 21.8% 63.0% 97.1% NA NA 35.4% 48.6% NA 31.6% NAGF 58.3% NA 94.5% NA NA 56.9% 2.9% 93.6% NA NA 22.4% 71.8% NA 60.7% NAMB 0.0% NA 95.8% NA NA 97.2% 0.0% 97.8% NA NA 0.0% 0.0% NA 97.5% NAGF 0.0% NA 94.0% NA NA 87.6% 0.0% 94.7% NA NA 0.0% 18.4% NA 92.9% NAMB 49.0% NA 97.8% NA NA 98.6% 49.0% 99.2% NA NA 49.0% 49.0% NA 98.7% NAGF 0.0% NA 94.0% NA NA 87.6% 0.0% 94.7% NA NA 0.0% 18.4% NA 92.9% NAMB 37.2% NA 98.0% NA NA 97.5% 63.0% 98.0% NA NA 35.4% 48.6% NA 97.8% NAGF 58.3% NA 94.7% NA NA 93.0% 2.9% 94.8% NA NA 22.4% 79.1% NA 94.1% NAMB 0.0% NA 95.1% NA NA 0.0% 0.0% 96.5% NA NA 0.0% 0.0% NA 0.0% NAGF 0.0% NA 91.9% NA NA 0.0% 0.0% 91.0% NA NA 0.0% 0.0% NA 0.0% NAMB 0.0% 93.1% 81.4% NA 88.2% 0.0% 0.0% 90.6% 72.5% NA 0.0% 0.0% 89.9% 0.0% 90.7%GF 0.0% 68.1% 72.0% NA 78.2% 0.0% 0.0% 65.8% 53.1% NA 0.0% 0.0% 79.6% 0.0% 66.0%MB 49.0% 96.5% 90.5% NA 94.0% 49.0% 49.0% 96.4% 86.0% NA 49.0% 49.0% 94.9% 49.0% 95.3%GF 0.0% 68.1% 72.0% NA 78.2% 0.0% 0.0% 65.8% 53.1% NA 0.0% 0.0% 79.6% 0.0% 66.0%MB 37.2% 97.0% 96.8% NA 97.6% 21.8% 63.0% 95.2% 85.9% NA 35.4% 48.6% 97.6% 31.6% 95.8%GF 58.3% 79.7% 88.6% NA 89.6% 56.9% 2.9% 82.9% 76.3% NA 22.4% 71.8% 89.5% 60.7% 71.7%MB 0.0% 97.0% 84.9% NA 88.2% 97.2% 0.0% 97.3% 72.5% NA 0.0% 0.0% 89.9% 97.5% 96.5%GF 0.0% 86.0% 85.8% NA 78.2% 87.6% 0.0% 93.9% 66.4% NA 0.0% 18.4% 79.6% 92.9% 94.1%MB 49.0% 98.5% 92.3% NA 94.0% 98.6% 49.0% 99.0% 86.0% NA 49.0% 49.0% 94.9% 98.7% 98.2%GF 0.0% 86.0% 85.8% NA 78.2% 87.6% 0.0% 93.9% 66.4% NA 0.0% 18.4% 79.6% 92.9% 94.1%MB 95.4% 95.9% 87.1% 90.8% 93.3% 95.1% 49.5% 97.9% 95.2% 87.9% 74.2% 95.3% 93.2% 95.8% 48.2%GF 83.0% 75.6% 88.7% 70.5% 90.5% 92.3% 2.7% 93.3% 90.4% 32.2% 29.1% 94.3% 77.2% 93.9% 15.9%MB 37.2% 98.0% 97.8% NA 97.6% 97.5% 63.0% 98.0% 85.9% NA 35.4% 48.6% 97.6% 97.8% 98.0%GF 58.3% 88.0% 91.9% NA 89.6% 93.0% 2.9% 94.5% 84.2% NA 22.4% 79.1% 89.5% 94.1% 94.5%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD

TDWR + NXRAD + LLWAS

TDWR + NEXRAD + LIDAR

TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD

WSP + NEXRAD + LLWAS

MOD-XBAND

WSP + NEXRAD + LIDAR

116

Site BIL BIS BNA BOI BOS BTR BTV BUF BUR BWI CAE CAK CHA CHS CID

Type LLWAS NoWS TDWR NoWS TDWR LLWAS NoWS WSP NoWS TDWR LLWAS NoWS LLWAS WSP WSP

MB 62.5% 0.0% 92.0% 0.0% 90.8% 42.9% 0.0% 85.8% 0.0% 90.4% 47.5% 0.0% 52.7% 83.6% 89.1%GF 1.9% 0.0% 79.7% 0.0% 79.8% 1.4% 0.0% 74.9% 0.0% 77.7% 1.3% 0.0% 1.5% 24.3% 72.4%MB 62.5% 0.0% 97.7% 0.0% 96.5% 42.9% 0.0% 90.5% 0.0% 96.0% 47.5% 0.0% 52.7% 93.4% 92.3%GF 1.9% 0.0% 92.9% 0.0% 92.5% 1.4% 0.0% 79.4% 0.0% 89.8% 1.3% 0.0% 1.5% 49.2% 76.7%MB 65.7% 92.1% 95.2% 88.3% 93.6% 94.4% 92.3% 95.5% 78.4% 83.5% 50.5% 96.0% 79.2% 93.9% 95.3%GF 78.8% 88.4% 90.6% 55.6% 91.1% 80.4% 73.1% 93.6% 37.8% 85.1% 42.4% 91.9% 44.5% 75.2% 92.3%MB 85.8% 96.7% 96.7% 96.3% 95.6% 96.0% 95.6% 97.0% 87.2% 96.8% 64.3% 96.9% 83.2% 95.9% 96.5%GF 92.5% 93.7% 93.9% 67.0% 93.9% 90.5% 82.8% 94.7% 51.5% 94.4% 55.6% 94.1% 62.8% 87.7% 94.4%MB 82.5% 96.0% 97.5% 94.0% 96.7% 97.1% 96.1% 97.7% 89.0% 91.6% 74.7% 97.9% 89.4% 96.9% 97.6%GF 92.5% 93.7% 93.9% 67.0% 93.9% 90.5% 82.8% 94.7% 51.5% 94.4% 55.6% 94.1% 62.8% 87.7% 94.4%MB 65.6% 41.9% 24.1% 63.5% 34.8% 14.6% 51.0% 42.9% 36.8% 47.7% 22.3% 24.7% 17.1% 12.4% 31.0%GF 68.3% 65.3% 57.8% 52.4% 63.3% 49.9% 59.4% 68.4% 33.4% 73.0% 26.4% 56.5% 28.2% 48.6% 61.0%MB 62.5% 48.8% 48.8% 48.8% 48.8% 42.9% 48.8% 48.8% 48.8% 48.8% 47.5% 48.8% 52.7% 48.8% 48.8%GF 1.9% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.3% 1.4% 1.5% 1.4% 1.4%MB 91.7% 92.3% 94.4% 97.8% 80.1% 0.0% 94.4% 96.7% 0.0% 0.0% 91.5% 32.2% 0.0% 0.0% 0.0%GF 88.1% 84.4% 85.2% 75.0% 77.1% 0.0% 69.5% 89.1% 0.0% 0.5% 71.6% 42.2% 0.0% 0.0% 0.0%MB 97.0% 96.4% 97.0% 98.0% 97.9% 14.6% 96.7% 97.5% 36.8% 47.7% 94.6% 53.4% 17.1% 12.4% 31.0%GF 92.3% 92.9% 92.8% 87.7% 85.7% 49.9% 82.5% 93.5% 33.4% 73.4% 79.5% 74.0% 28.2% 48.6% 61.0%MB 95.8% 96.1% 97.2% 98.9% 89.9% 49.0% 97.1% 98.3% 49.0% 49.0% 95.7% 65.4% 49.0% 49.0% 49.0%GF 92.3% 92.9% 92.8% 87.7% 85.7% 49.9% 82.5% 93.5% 33.4% 73.4% 79.5% 74.0% 28.2% 48.6% 61.0%MB NA 0.0% 97.7% 0.0% 96.5% NA 0.0% NA 0.0% 96.0% NA 75.2% NA NA NAGF NA 0.0% 92.9% 0.0% 92.5% NA 0.0% NA 0.0% 89.8% NA 51.8% NA NA NAMB NA 49.0% 98.8% 49.0% 98.2% NA 49.0% NA 49.0% 98.0% NA 87.4% NA NA NAGF NA 0.0% 92.9% 0.0% 92.5% NA 0.0% NA 0.0% 89.8% NA 51.8% NA NA NAMB NA 41.9% 97.9% 63.5% 97.8% NA 51.0% NA 36.8% 97.6% NA 86.4% NA NA NAGF NA 65.3% 94.1% 52.4% 93.9% NA 59.4% NA 33.4% 94.2% NA 75.9% NA NA NAMB NA 92.3% 97.8% 97.8% 96.8% NA 94.4% NA 0.0% 96.0% NA 75.2% NA NA NAGF NA 84.4% 94.2% 75.0% 94.4% NA 69.5% NA 0.0% 89.8% NA 52.9% NA NA NAMB NA 96.1% 98.9% 98.9% 98.4% NA 97.1% NA 49.0% 98.0% NA 87.4% NA NA NAGF NA 84.4% 94.2% 75.0% 94.4% NA 69.5% NA 0.0% 89.8% NA 52.9% NA NA NAMB NA 96.4% 98.0% 98.0% 98.0% NA 96.7% NA 36.8% 97.6% NA 86.4% NA NA NAGF NA 92.9% 94.8% 87.7% 94.6% NA 82.5% NA 33.4% 94.3% NA 76.2% NA NA NAMB NA 0.0% 97.7% 0.0% 96.5% NA 0.0% NA 0.0% 96.0% NA 75.2% NA NA NAGF NA 0.0% 92.9% 0.0% 92.5% NA 0.0% NA 0.0% 89.8% NA 51.8% NA NA NAMB NA 0.0% 88.9% 0.0% 88.8% NA 0.0% 90.5% 76.6% 74.3% NA 0.0% NA 93.4% 92.3%GF NA 0.0% 66.7% 0.0% 80.4% NA 0.0% 79.4% 41.9% 68.1% NA 0.0% NA 49.2% 76.7%MB NA 49.0% 94.4% 49.0% 94.3% NA 49.0% 95.2% 88.1% 86.9% NA 49.0% NA 96.6% 96.1%GF NA 0.0% 66.7% 0.0% 80.4% NA 0.0% 79.4% 41.9% 68.1% NA 0.0% NA 49.2% 76.7%MB NA 41.9% 95.5% 63.5% 97.6% NA 51.0% 97.4% 94.7% 96.5% NA 24.7% NA 96.0% 97.5%GF NA 65.3% 85.0% 52.4% 90.5% NA 59.4% 91.0% 56.0% 92.5% NA 56.5% NA 71.8% 87.4%MB NA 92.3% 96.2% 97.8% 89.4% NA 94.4% 97.4% 76.6% 74.3% NA 32.2% NA 93.4% 92.3%GF NA 84.4% 90.6% 75.0% 89.2% NA 69.5% 92.3% 41.9% 68.3% NA 42.2% NA 49.2% 76.7%MB NA 96.1% 98.0% 98.9% 94.6% NA 97.1% 98.7% 88.1% 86.9% NA 65.4% NA 96.6% 96.1%GF NA 84.4% 90.6% 75.0% 89.2% NA 69.5% 92.3% 41.9% 68.3% NA 42.2% NA 49.2% 76.7%MB 65.7% 92.1% 95.2% 88.3% 93.6% 94.4% 92.3% 95.5% 78.4% 83.5% 50.5% 96.0% 79.2% 93.9% 95.3%GF 78.8% 88.4% 90.6% 55.6% 91.1% 80.4% 73.1% 93.6% 37.8% 85.1% 42.4% 91.9% 44.5% 75.2% 92.3%MB NA 96.4% 97.8% 98.0% 98.0% NA 96.7% 97.8% 94.7% 96.5% NA 53.4% NA 96.0% 97.5%GF NA 92.9% 94.1% 87.7% 93.5% NA 82.5% 94.4% 56.0% 92.5% NA 74.0% NA 71.8% 87.4%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


117

Site CLE CLT CMH COS CRP CRW CSG CVG DAB DAL DAY DCA DEN DFW DSM

Type TDWR TDWR TDWR LLWAS NoWS LLWAS LLWAS TDWR LLWAS TDWR TDWR TDWRTDWR-LLWAS

TDWR-LLWAS

WSP

MB 91.2% 91.8% 92.0% 51.9% 0.0% 43.6% 63.7% 91.6% 57.1% 90.4% 91.4% 90.9% 90.5% 91.3% 79.8%GF 80.3% 78.8% 80.3% 1.6% 0.0% 1.3% 2.0% 80.5% 1.9% 78.7% 79.9% 77.5% 80.6% 79.4% 69.7%MB 96.9% 97.5% 97.9% 51.9% 0.0% 43.6% 63.7% 97.3% 57.1% 95.9% 97.1% 96.7% 99.9% 98.9% 88.5%GF 94.0% 91.5% 93.9% 1.6% 0.0% 1.3% 2.0% 93.8% 1.9% 91.3% 92.8% 89.9% 94.6% 92.9% 75.2%MB 95.8% 90.8% 93.9% 82.3% 96.2% 64.4% 87.9% 94.0% 94.3% 93.9% 95.7% 88.0% 92.7% 96.0% 94.3%GF 93.6% 90.0% 90.5% 64.5% 94.2% 56.4% 82.7% 92.1% 87.0% 90.6% 91.7% 68.8% 93.9% 91.3% 93.9%MB 97.1% 95.9% 96.6% 85.4% 97.0% 74.0% 95.7% 97.0% 96.3% 96.9% 96.9% 94.9% 97.1% 97.2% 96.9%GF 94.8% 94.1% 94.6% 71.1% 94.9% 67.2% 93.2% 94.7% 93.3% 94.2% 94.0% 86.7% 94.9% 93.5% 94.9%MB 97.9% 95.3% 96.9% 91.0% 98.0% 81.8% 93.9% 97.0% 97.1% 96.9% 97.8% 93.9% 99.8% 98.5% 97.1%GF 94.8% 94.1% 94.6% 71.1% 94.9% 67.2% 93.2% 94.7% 93.3% 94.2% 94.0% 86.7% 94.9% 93.5% 94.9%MB 36.8% 18.8% 31.0% 21.8% 22.4% 29.9% 25.6% 30.4% 15.7% 27.8% 23.6% 37.8% 62.3% 20.7% 35.8%GF 65.7% 52.8% 60.2% 43.8% 53.2% 36.4% 56.6% 62.3% 50.7% 59.4% 57.2% 50.4% 83.8% 57.7% 64.3%MB 48.8% 48.8% 48.8% 51.9% 48.8% 43.6% 63.7% 48.8% 57.1% 48.8% 48.8% 48.8% 97.0% 61.8% 48.8%GF 1.4% 1.4% 1.4% 1.6% 1.4% 1.3% 2.0% 1.4% 1.9% 1.4% 1.4% 1.4% 11.6% 6.9% 1.4%MB 96.0% 0.0% 0.0% 78.7% 97.2% 96.0% 0.0% 0.0% 0.0% 68.3% 4.9% 86.6% 92.7% 91.0% 95.4%GF 89.0% 0.0% 0.0% 56.6% 90.3% 86.7% 0.0% 0.0% 0.0% 49.6% 29.6% 74.4% 91.9% 90.6% 89.0%MB 97.0% 18.8% 31.0% 89.6% 97.4% 97.4% 25.6% 30.4% 15.7% 84.9% 28.7% 97.9% 97.6% 97.8% 97.5%GF 93.7% 52.8% 60.2% 64.0% 93.5% 91.5% 56.6% 62.3% 50.7% 76.8% 71.1% 84.6% 94.7% 92.2% 93.8%MB 98.0% 49.0% 49.0% 89.1% 98.6% 98.0% 49.0% 49.0% 49.0% 83.8% 51.5% 93.2% 99.8% 96.6% 97.7%GF 93.7% 52.8% 60.2% 64.0% 93.5% 91.5% 56.6% 62.3% 50.7% 76.8% 71.1% 84.6% 94.7% 92.2% 93.8%MB 96.9% 97.5% 97.9% NA 0.0% NA NA 97.3% NA 95.9% 97.1% 96.7% 96.1% 97.0% NAGF 94.0% 91.5% 93.9% NA 0.0% NA NA 93.8% NA 91.3% 92.8% 89.9% 94.6% 92.9% NAMB 98.4% 98.7% 98.9% NA 49.0% NA NA 98.6% NA 97.9% 98.5% 98.3% 99.9% 98.9% NAGF 94.0% 91.5% 93.9% NA 0.0% NA NA 93.8% NA 91.3% 92.8% 89.9% 94.6% 92.9% NAMB 97.8% 97.8% 98.0% NA 22.4% NA NA 97.9% NA 97.4% 97.7% 97.7% 98.0% 97.7% NAGF 94.7% 93.4% 94.5% NA 53.2% NA NA 94.7% NA 94.2% 94.3% 92.4% 95.0% 94.3% NAMB 97.8% 97.5% 97.9% NA 97.2% NA NA 97.3% NA 96.4% 97.1% 97.4% 96.3% 97.3% NAGF 94.5% 91.5% 93.9% NA 90.3% NA NA 93.8% NA 93.1% 93.0% 93.8% 94.7% 94.8% NAMB 98.9% 98.7% 98.9% NA 98.6% NA NA 98.6% NA 98.2% 98.5% 98.7% 99.9% 99.0% NAGF 94.5% 91.5% 93.9% NA 90.3% NA NA 93.8% NA 93.1% 93.0% 93.8% 94.7% 94.8% NAMB 97.9% 97.8% 98.0% NA 97.4% NA NA 97.9% NA 97.8% 97.7% 98.0% 98.0% 98.0% NAGF 94.9% 93.4% 94.5% NA 93.5% NA NA 94.7% NA 94.7% 94.4% 94.6% 95.0% 94.9% NAMB 96.9% 97.5% 97.9% NA 0.0% NA NA 97.3% NA 95.9% 97.1% 96.7% 96.1% 97.0% NAGF 94.0% 91.5% 93.9% NA 0.0% NA NA 93.8% NA 91.3% 92.8% 89.9% 94.6% 92.9% NAMB 90.3% 90.3% 88.7% NA 0.0% NA NA 87.8% NA 40.8% 90.9% 83.7% 59.8% 87.9% 88.5%GF 79.1% 67.8% 69.2% NA 0.0% NA NA 75.9% NA 31.8% 69.3% 74.5% 75.4% 66.5% 75.2%MB 95.1% 95.1% 94.3% NA 49.0% NA NA 93.8% NA 69.8% 95.4% 91.7% 98.8% 95.4% 94.1%GF 79.1% 67.8% 69.2% NA 0.0% NA NA 75.9% NA 31.8% 69.3% 74.5% 75.4% 66.5% 75.2%MB 97.2% 96.5% 97.0% NA 22.4% NA NA 96.8% NA 68.2% 97.2% 96.4% 91.8% 95.2% 96.6%GF 90.0% 81.9% 86.0% NA 53.2% NA NA 88.6% NA 72.6% 84.6% 87.2% 93.4% 82.6% 88.9%MB 97.1% 90.3% 88.7% NA 97.2% NA NA 87.8% NA 74.4% 90.9% 90.4% 93.6% 93.2% 96.4%GF 92.7% 67.8% 69.2% NA 90.3% NA NA 75.9% NA 56.7% 77.6% 91.1% 93.6% 93.1% 92.8%MB 98.5% 95.1% 94.3% NA 98.6% NA NA 93.8% NA 86.9% 95.4% 95.1% 99.8% 97.4% 98.2%GF 92.7% 67.8% 69.2% NA 90.3% NA NA 75.9% NA 56.7% 77.6% 91.1% 93.6% 93.1% 92.8%MB 95.8% 90.8% 93.9% 82.3% 96.2% 64.4% 87.9% 94.0% 94.3% 93.9% 95.7% 88.0% 99.8% 98.5% 94.3%GF 93.6% 90.0% 90.5% 64.5% 94.2% 56.4% 82.7% 92.1% 87.0% 90.6% 91.7% 68.8% 94.9% 93.5% 93.9%MB 97.6% 96.5% 97.0% NA 97.4% NA NA 96.8% NA 91.0% 97.3% 97.9% 97.8% 97.9% 97.9%GF 94.5% 81.9% 86.0% NA 93.5% NA NA 88.6% NA 80.8% 89.0% 92.9% 94.9% 94.1% 94.5%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


118

Site DTW ELP ERI EVV EWR FAR FAY FLL FNT FSD FSM FWA GCN GEG GFK

Type TDWR WSP NoWS NoWS TDWR NoWS LLWAS TDWR NoWS LLWAS LLWAS WSP NoWS WSP NoWS

MB 91.9% 90.1% 0.0% 0.0% 90.2% 0.0% 44.7% 91.5% 0.0% 46.7% 49.1% 79.5% 0.0% 81.1% 0.0%GF 80.7% 64.7% 0.0% 0.0% 72.4% 0.0% 1.3% 75.8% 0.0% 1.8% 1.4% 63.3% 0.0% 73.3% 0.0%MB 97.7% 94.1% 0.0% 0.0% 95.8% 0.0% 44.7% 97.0% 0.0% 46.7% 49.1% 88.3% 0.0% 85.9% 0.0%GF 94.3% 69.4% 0.0% 0.0% 84.6% 0.0% 1.3% 86.7% 0.0% 1.8% 1.4% 73.6% 0.0% 76.6% 0.0%MB 96.3% 95.8% 83.9% 95.3% 94.7% 89.5% 93.0% 96.2% 94.8% 91.7% 93.3% 93.7% 92.3% 93.5% 95.2%GF 94.7% 78.7% 66.7% 94.5% 86.9% 91.6% 81.5% 84.5% 92.6% 93.1% 68.0% 91.1% 78.4% 86.0% 94.1%MB 97.2% 96.6% 94.6% 96.8% 96.8% 97.2% 96.5% 96.8% 96.8% 97.1% 95.8% 96.9% 96.6% 97.1% 97.3%GF 95.0% 85.8% 78.4% 94.9% 91.4% 94.8% 90.4% 92.8% 94.7% 95.0% 83.0% 94.4% 81.9% 92.7% 94.9%MB 98.1% 97.9% 91.8% 97.6% 97.3% 94.6% 96.4% 98.0% 97.4% 95.8% 96.6% 96.8% 96.1% 96.7% 97.5%GF 95.0% 85.8% 78.4% 94.9% 91.4% 94.8% 90.4% 92.8% 94.7% 95.0% 83.0% 94.4% 81.9% 92.7% 94.9%MB 29.0% 17.7% 46.6% 35.5% 39.4% 43.7% 20.7% 9.5% 41.9% 51.9% 21.9% 29.6% 61.2% 47.0% 45.3%GF 62.0% 47.3% 53.1% 64.3% 63.6% 69.9% 54.0% 47.1% 68.4% 75.4% 39.3% 60.7% 68.5% 69.3% 69.9%MB 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 44.7% 48.8% 48.8% 46.7% 49.1% 48.8% 48.8% 48.8% 48.8%GF 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.3% 1.4% 1.4% 1.8% 1.4% 1.4% 1.4% 1.4% 1.4%MB 0.0% 3.2% 0.0% 0.0% 0.0% 0.0% 0.0% 94.3% 52.3% 88.0% 97.1% 6.9% 0.0% 93.4% 38.4%GF 0.0% 31.7% 0.0% 0.0% 0.0% 0.0% 0.0% 57.2% 72.4% 89.7% 87.4% 29.5% 0.0% 85.4% 68.6%MB 29.0% 20.4% 46.6% 35.5% 39.4% 43.7% 20.7% 96.7% 90.2% 96.7% 97.5% 36.7% 61.2% 97.6% 82.0%GF 62.0% 70.2% 53.1% 64.3% 63.6% 69.9% 54.0% 73.5% 85.2% 94.8% 90.3% 73.3% 68.5% 92.9% 85.1%MB 49.0% 50.6% 49.0% 49.0% 49.0% 49.0% 49.0% 97.1% 75.7% 93.9% 98.5% 52.5% 49.0% 96.6% 68.6%GF 62.0% 70.2% 53.1% 64.3% 63.6% 69.9% 54.0% 73.5% 85.2% 94.8% 90.3% 73.3% 68.5% 92.9% 85.1%MB 97.7% NA 0.0% 0.0% 95.8% 0.0% NA 97.0% 0.0% NA NA NA 0.0% NA 0.0%GF 94.3% NA 0.0% 0.0% 84.6% 0.0% NA 86.7% 0.0% NA NA NA 0.0% NA 0.0%MB 98.8% NA 49.0% 49.0% 97.9% 49.0% NA 98.5% 49.0% NA NA NA 49.0% NA 49.0%GF 94.3% NA 0.0% 0.0% 84.6% 0.0% NA 86.7% 0.0% NA NA NA 0.0% NA 0.0%MB 98.0% NA 46.6% 35.5% 97.4% 43.7% NA 97.1% 41.9% NA NA NA 61.2% NA 45.3%GF 94.7% NA 53.1% 64.3% 90.1% 69.9% NA 92.4% 68.4% NA NA NA 68.5% NA 69.9%MB 97.7% NA 0.0% 0.0% 95.8% 0.0% NA 97.9% 52.3% NA NA NA 0.0% NA 38.4%GF 94.3% NA 0.0% 0.0% 84.6% 0.0% NA 91.1% 72.4% NA NA NA 0.0% NA 68.6%MB 98.8% NA 49.0% 49.0% 97.9% 49.0% NA 98.9% 75.7% NA NA NA 49.0% NA 68.6%GF 94.3% NA 0.0% 0.0% 84.6% 0.0% NA 91.1% 72.4% NA NA NA 0.0% NA 68.6%MB 98.0% NA 46.6% 35.5% 97.4% 43.7% NA 98.0% 90.2% NA NA NA 61.2% NA 82.0%GF 94.7% NA 53.1% 64.3% 90.1% 69.9% NA 93.8% 85.2% NA NA NA 68.5% NA 85.1%MB 97.7% NA 0.0% 0.0% 95.8% 0.0% NA 97.0% 0.0% NA NA NA 0.0% NA 0.0%GF 94.3% NA 0.0% 0.0% 84.6% 0.0% NA 86.7% 0.0% NA NA NA 0.0% NA 0.0%MB 88.8% 94.1% 0.0% 0.0% 85.2% 0.0% NA 96.1% 0.0% NA NA 88.3% 0.0% 85.9% 0.0%GF 78.7% 69.4% 0.0% 0.0% 77.6% 0.0% NA 61.8% 0.0% NA NA 73.6% 0.0% 76.6% 0.0%MB 94.3% 97.0% 49.0% 49.0% 92.5% 49.0% NA 98.0% 49.0% NA NA 94.0% 49.0% 92.8% 49.0%GF 78.7% 69.4% 0.0% 0.0% 77.6% 0.0% NA 61.8% 0.0% NA NA 73.6% 0.0% 76.6% 0.0%MB 96.5% 96.6% 46.6% 35.5% 96.7% 43.7% NA 97.1% 41.9% NA NA 97.0% 61.2% 97.5% 45.3%GF 88.7% 81.6% 53.1% 64.3% 90.1% 69.9% NA 81.4% 68.4% NA NA 87.7% 68.5% 91.5% 69.9%MB 88.8% 94.4% 0.0% 0.0% 85.2% 0.0% NA 97.3% 52.3% NA NA 88.3% 0.0% 96.2% 38.4%GF 78.7% 79.0% 0.0% 0.0% 77.6% 0.0% NA 80.6% 72.4% NA NA 77.7% 0.0% 90.8% 68.6%MB 94.3% 97.1% 49.0% 49.0% 92.5% 49.0% NA 98.6% 75.7% NA NA 94.1% 49.0% 98.1% 68.6%GF 78.7% 79.0% 0.0% 0.0% 77.6% 0.0% NA 80.6% 72.4% NA NA 77.7% 0.0% 90.8% 68.6%MB 96.3% 95.8% 83.9% 95.3% 94.7% 89.5% 93.0% 96.2% 94.8% 91.7% 93.3% 93.7% 92.3% 93.5% 95.2%GF 94.7% 78.7% 66.7% 94.5% 86.9% 91.6% 81.5% 84.5% 92.6% 93.1% 68.0% 91.1% 78.4% 86.0% 94.1%MB 96.5% 96.8% 46.6% 35.5% 96.7% 43.7% NA 98.0% 90.2% NA NA 97.0% 61.2% 97.9% 82.0%GF 88.7% 88.7% 53.1% 64.3% 90.1% 69.9% NA 88.2% 85.2% NA NA 89.9% 68.5% 93.9% 85.1%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


119

Site GPT GRB GRR GSO GSP HNL HPN HSV IAD IAH ICT ILM IND ISP JAN

Type NoWS LLWAS WSP WSP LLWAS WSP WSP WSP TDWR TDWR TDWR NoWS TDWR WSP LLWAS

MB 0.0% 47.4% 86.7% 85.9% 47.2% 87.4% 87.2% 89.2% 91.1% 91.5% 91.4% 0.0% 90.5% 71.9% 59.1%GF 0.0% 1.3% 77.6% 59.0% 0.6% 34.9% 78.6% 62.6% 78.2% 79.1% 79.2% 0.0% 80.3% 70.2% 1.5%MB 0.0% 47.4% 90.2% 91.7% 47.2% 95.7% 89.8% 93.9% 96.7% 97.0% 97.2% 0.0% 96.2% 79.0% 59.1%GF 0.0% 1.3% 80.2% 70.3% 0.6% 55.8% 80.5% 71.5% 90.9% 89.1% 92.4% 0.0% 93.6% 76.8% 1.5%MB 94.7% 90.4% 95.8% 72.1% 93.8% 92.3% 92.5% 91.8% 87.9% 92.6% 93.6% 92.8% 95.9% 94.1% 88.4%GF 81.5% 90.1% 94.6% 75.4% 88.8% 61.0% 84.9% 87.4% 85.6% 72.4% 89.2% 71.9% 93.7% 92.0% 86.6%MB 96.5% 96.6% 97.1% 78.8% 96.3% 92.8% 95.3% 93.6% 96.2% 95.6% 96.5% 96.3% 96.8% 97.4% 95.8%GF 91.1% 94.6% 95.0% 88.3% 93.2% 65.9% 91.5% 92.1% 94.2% 87.4% 94.4% 88.0% 94.5% 94.7% 94.0%MB 97.3% 95.1% 97.8% 85.8% 96.9% 96.1% 96.2% 95.8% 93.8% 96.2% 96.7% 96.3% 97.9% 97.0% 94.1%GF 91.1% 94.6% 95.0% 88.3% 93.2% 65.9% 91.5% 92.1% 94.2% 87.4% 94.4% 88.0% 94.5% 94.7% 94.0%MB 16.2% 49.7% 44.4% 23.8% 21.7% 13.7% 44.6% 18.8% 34.8% 12.1% 29.7% 16.7% 24.9% 54.0% 29.6%GF 51.4% 73.2% 71.0% 56.1% 51.9% 39.0% 44.0% 50.8% 67.0% 50.5% 61.0% 51.4% 58.0% 77.0% 58.8%MB 48.8% 47.4% 48.8% 48.8% 47.2% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 59.1%GF 1.4% 1.3% 1.4% 1.4% 0.6% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.5%MB 0.0% 93.4% 97.2% 0.0% 97.1% 0.0% 0.0% 0.0% 85.2% 76.2% 92.7% 76.0% 96.0% 94.8% 95.2%GF 6.1% 79.7% 92.7% 0.0% 81.6% 0.0% 15.2% 0.0% 75.4% 52.2% 79.9% 54.7% 87.8% 90.5% 84.0%MB 16.2% 97.3% 97.7% 23.8% 97.5% 13.7% 44.6% 18.8% 94.7% 80.7% 96.4% 83.5% 96.4% 98.0% 96.8%GF 57.1% 92.4% 94.7% 56.1% 89.3% 39.0% 74.0% 50.8% 92.2% 73.6% 92.5% 74.5% 92.1% 94.0% 91.4%MB 49.0% 96.6% 98.6% 49.0% 98.5% 49.0% 49.0% 49.0% 92.4% 87.9% 96.3% 87.8% 97.9% 97.3% 97.5%GF 57.1% 92.4% 94.7% 56.1% 89.3% 39.0% 74.0% 50.8% 92.2% 73.6% 92.5% 74.5% 92.1% 94.0% 91.4%MB 0.0% NA NA NA NA NA NA NA 96.7% 97.0% 97.2% 0.0% 96.2% NA NAGF 0.0% NA NA NA NA NA NA NA 90.9% 89.1% 92.4% 0.0% 93.6% NA NAMB 49.0% NA NA NA NA NA NA NA 98.3% 98.5% 98.6% 49.0% 98.0% NA NAGF 0.0% NA NA NA NA NA NA NA 90.9% 89.1% 92.4% 0.0% 93.6% NA NAMB 16.2% NA NA NA NA NA NA NA 97.7% 97.3% 97.8% 16.7% 97.4% NA NAGF 51.4% NA NA NA NA NA NA NA 94.0% 92.4% 94.4% 51.4% 94.6% NA NAMB 0.0% NA NA NA NA NA NA NA 97.0% 97.7% 97.6% 76.0% 97.9% NA NAGF 6.1% NA NA NA NA NA NA NA 92.3% 92.1% 93.7% 54.7% 94.5% NA NAMB 49.0% NA NA NA NA NA NA NA 98.5% 98.8% 98.8% 87.8% 98.9% NA NAGF 6.1% NA NA NA NA NA NA NA 92.3% 92.1% 93.7% 54.7% 94.5% NA NAMB 16.2% NA NA NA NA NA NA NA 97.7% 97.9% 97.9% 83.5% 98.0% NA NAGF 57.1% NA NA NA NA NA NA NA 94.6% 93.4% 94.7% 74.5% 94.8% NA NAMB 0.0% NA NA NA NA NA NA NA 96.7% 97.0% 97.2% 0.0% 96.2% NA NAGF 0.0% NA NA NA NA NA NA NA 90.9% 89.1% 92.4% 0.0% 93.6% NA NAMB 0.0% NA 90.2% 91.7% NA 95.7% 89.8% 93.9% 81.2% 91.8% 88.6% 0.0% 92.6% 79.0% NAGF 0.0% NA 80.2% 70.3% NA 55.8% 80.5% 71.5% 68.6% 52.0% 70.2% 0.0% 77.3% 76.8% NAMB 49.0% NA 95.0% 95.8% NA 97.8% 94.8% 96.9% 90.4% 95.8% 94.2% 49.0% 96.2% 89.3% NAGF 0.0% NA 80.2% 70.3% NA 55.8% 80.5% 71.5% 68.6% 52.0% 70.2% 0.0% 77.3% 76.8% NAMB 16.2% NA 97.7% 97.0% NA 96.7% 97.7% 97.1% 95.1% 94.3% 96.6% 16.7% 95.7% 97.1% NAGF 51.4% NA 92.7% 85.5% NA 67.2% 86.5% 83.7% 89.9% 73.9% 87.2% 51.4% 86.9% 93.9% NAMB 0.0% NA 97.6% 91.7% NA 95.7% 89.8% 93.9% 90.7% 95.7% 95.1% 76.0% 96.7% 94.8% NAGF 6.1% NA 94.1% 70.3% NA 55.8% 83.8% 71.5% 84.5% 75.6% 87.6% 54.7% 91.2% 93.0% NAMB 49.0% NA 98.8% 95.8% NA 97.8% 94.8% 96.9% 95.3% 97.8% 97.5% 87.8% 98.3% 97.3% NAGF 6.1% NA 94.1% 70.3% NA 55.8% 83.8% 71.5% 84.5% 75.6% 87.6% 54.7% 91.2% 93.0% NAMB 94.7% 90.4% 95.8% 72.1% 93.8% 92.3% 92.5% 91.8% 87.9% 92.6% 93.6% 92.8% 95.9% 94.1% 88.4%GF 81.5% 90.1% 94.6% 75.4% 88.8% 61.0% 84.9% 87.4% 85.6% 72.4% 89.2% 71.9% 93.7% 92.0% 86.6%MB 16.2% NA 97.9% 97.0% NA 96.7% 97.7% 97.1% 97.3% 97.5% 97.6% 83.5% 97.1% 98.0% NAGF 57.1% NA 94.9% 85.5% NA 67.2% 89.4% 83.7% 94.1% 83.8% 93.8% 74.5% 93.4% 94.8% NA

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


120

Site JAX JFK LAN LAS LAX LBB LEX LFT LGA LGB LIT LNK MAF MBS MCI MCO

Type WSP TDWR LLWAS TDWR WSP WSP LLWAS NoWS TDWR-LLWAS NoWS LLWAS LLWAS LLWAS NoWS TDWR TDWR-

LLWAS

MB 84.3% 91.4% 47.8% 78.4% 70.4% 88.2% 47.4% 0.0% 91.5% 0.0% 57.8% 62.1% 53.3% 0.0% 91.8% 91.9%GF 64.7% 80.2% 1.5% 48.6% 41.0% 69.3% 1.3% 0.0% 80.3% 0.0% 2.1% 1.8% 2.3% 0.0% 80.7% 78.3%MB 84.5% 97.0% 47.8% 84.6% 84.7% 92.1% 47.4% 0.0% 98.4% 0.0% 57.8% 62.1% 53.3% 0.0% 97.6% 99.6%GF 67.1% 92.4% 1.5% 57.2% 60.4% 73.9% 1.3% 0.0% 94.0% 0.0% 2.1% 1.8% 2.3% 0.0% 94.5% 90.6%MB 96.3% 95.2% 92.4% 61.6% 92.5% 95.6% 95.2% 94.9% 94.7% 87.6% 91.5% 94.8% 94.7% 93.8% 96.5% 96.5%GF 94.5% 94.2% 92.8% 58.1% 78.2% 94.2% 93.6% 86.5% 93.2% 69.1% 87.0% 94.3% 90.1% 87.9% 94.8% 91.7%MB 96.8% 97.2% 96.9% 83.2% 97.3% 96.4% 96.5% 96.2% 96.8% 92.7% 96.2% 96.9% 96.3% 96.8% 96.9% 97.1%GF 94.9% 95.0% 94.8% 76.9% 88.6% 94.9% 94.9% 93.6% 94.6% 85.4% 94.0% 94.9% 93.5% 92.8% 95.0% 93.9%MB 98.1% 97.6% 96.1% 80.4% 96.2% 97.7% 97.6% 97.4% 96.8% 93.7% 95.7% 97.4% 97.3% 96.8% 98.2% 99.5%GF 94.9% 95.0% 94.8% 76.9% 88.6% 94.9% 94.9% 93.6% 94.6% 85.4% 94.0% 94.9% 93.5% 92.8% 95.0% 93.9%MB 17.6% 40.3% 44.5% 59.3% 32.0% 25.7% 21.2% 15.0% 42.2% 22.4% 29.7% 30.5% 19.1% 37.1% 19.5% 11.7%GF 52.4% 69.7% 69.9% 60.0% 61.5% 58.0% 53.8% 49.9% 66.7% 47.6% 61.0% 62.0% 53.2% 64.3% 54.6% 50.1%MB 48.8% 48.8% 47.8% 48.8% 48.8% 48.8% 47.4% 48.8% 40.5% 48.8% 57.8% 62.1% 53.3% 48.8% 48.8% 84.6%GF 1.4% 1.4% 1.5% 1.4% 1.4% 1.4% 1.3% 1.4% 1.8% 1.4% 2.1% 1.8% 2.3% 1.4% 1.4% 7.0%MB 97.4% 0.0% 0.0% 0.0% 0.0% 96.0% 0.0% 0.0% 0.0% 0.0% 96.6% 58.2% 96.0% 0.0% 13.3% 0.0%GF 90.3% 0.0% 4.3% 0.0% 0.0% 85.8% 0.0% 0.0% 0.0% 0.0% 87.9% 51.3% 82.6% 0.0% 31.8% 17.9%MB 97.5% 40.3% 44.5% 59.3% 32.0% 97.3% 21.2% 15.0% 42.2% 22.4% 97.4% 79.7% 96.9% 37.1% 32.2% 11.7%GF 93.2% 69.7% 72.4% 60.0% 61.5% 92.2% 53.8% 49.9% 66.7% 47.6% 92.7% 78.9% 90.4% 64.3% 70.1% 62.8%MB 98.7% 49.0% 49.0% 49.0% 49.0% 98.0% 49.0% 49.0% 40.0% 49.0% 98.3% 78.7% 98.0% 49.0% 55.8% 85.0%GF 93.2% 69.7% 72.4% 60.0% 61.5% 92.2% 53.8% 49.9% 66.7% 47.6% 92.7% 78.9% 90.4% 64.3% 70.1% 62.8%MB NA 97.0% NA 84.6% NA NA NA 0.0% 97.3% 0.0% NA NA NA 0.0% 97.6% 97.5%GF NA 92.4% NA 57.2% NA NA NA 0.0% 94.0% 0.0% NA NA NA 0.0% 94.5% 90.6%MB NA 98.5% NA 92.1% NA NA NA 49.0% 98.4% 49.0% NA NA NA 49.0% 98.8% 99.6%GF NA 92.4% NA 57.2% NA NA NA 0.0% 94.0% 0.0% NA NA NA 0.0% 94.5% 90.6%MB NA 97.6% NA 95.8% NA NA NA 15.0% 98.0% 22.4% NA NA NA 37.1% 97.9% 97.7%GF NA 94.4% NA 65.5% NA NA NA 49.9% 94.7% 47.6% NA NA NA 64.3% 94.9% 93.2%MB NA 97.0% NA 84.6% NA NA NA 0.0% 97.3% 0.0% NA NA NA 0.0% 97.6% 97.5%GF NA 92.4% NA 57.2% NA NA NA 0.0% 94.0% 0.0% NA NA NA 0.0% 94.6% 90.9%MB NA 98.5% NA 92.1% NA NA NA 49.0% 98.4% 49.0% NA NA NA 49.0% 98.8% 99.6%GF NA 92.4% NA 57.2% NA NA NA 0.0% 94.0% 0.0% NA NA NA 0.0% 94.6% 90.9%MB NA 97.6% NA 95.8% NA NA NA 15.0% 98.0% 22.4% NA NA NA 37.1% 97.9% 97.7%GF NA 94.4% NA 65.5% NA NA NA 49.9% 94.7% 47.6% NA NA NA 64.3% 94.9% 93.4%MB NA 97.0% NA 84.6% NA NA NA 0.0% 97.3% 0.0% NA NA NA 0.0% 97.6% 97.5%GF NA 92.4% NA 57.2% NA NA NA 0.0% 94.0% 0.0% NA NA NA 0.0% 94.5% 90.6%MB 84.5% 86.4% NA 69.5% 84.7% 92.1% NA 0.0% 27.1% 52.0% NA NA NA 0.0% 94.9% 95.7%GF 67.1% 79.9% NA 59.5% 60.4% 73.9% NA 0.0% 38.8% 30.7% NA NA NA 0.0% 81.6% 69.8%MB 92.1% 93.1% NA 84.4% 92.2% 96.0% NA 49.0% 56.3% 75.5% NA NA NA 49.0% 97.4% 99.4%GF 67.1% 79.9% NA 59.5% 60.4% 73.9% NA 0.0% 38.8% 30.7% NA NA NA 0.0% 81.6% 69.8%MB 89.4% 96.7% NA 95.4% 95.0% 96.9% NA 15.0% 69.0% 73.4% NA NA NA 37.1% 97.2% 97.3%GF 79.3% 92.1% NA 78.8% 83.1% 86.5% NA 49.9% 78.4% 47.6% NA NA NA 64.3% 88.0% 81.8%MB 97.6% 86.4% NA 69.5% 84.7% 97.2% NA 0.0% 27.1% 52.0% NA NA NA 0.0% 94.9% 95.7%GF 92.7% 79.9% NA 59.5% 60.4% 90.8% NA 0.0% 38.8% 30.7% NA NA NA 0.0% 85.2% 72.1%MB 98.8% 93.1% NA 84.4% 92.2% 98.6% NA 49.0% 56.3% 75.5% NA NA NA 49.0% 97.4% 99.4%GF 92.7% 79.9% NA 59.5% 60.4% 90.8% NA 0.0% 38.8% 30.7% NA NA NA 0.0% 85.2% 72.1%MB 96.3% 95.2% 92.4% 61.6% 92.5% 95.6% 95.2% 94.9% 96.8% 87.6% 91.5% 94.8% 94.7% 93.8% 96.5% 99.5%GF 94.5% 94.2% 92.8% 58.1% 78.2% 94.2% 93.6% 86.5% 94.6% 69.1% 87.0% 94.3% 90.1% 87.9% 94.8% 93.9%MB 97.7% 96.7% NA 95.4% 95.0% 97.8% NA 15.0% 69.0% 73.4% NA NA NA 37.1% 97.2% 97.3%GF 94.1% 92.1% NA 78.8% 83.1% 93.7% NA 49.9% 78.4% 47.6% NA NA NA 64.3% 90.7% 83.3%


MOD-XBAND


WSP + NEXRAD

WSP + LIDAR

WSP + LLWAS

WSP

TDWR



TDWR + NEXRAD

TDWR +LIDAR

TDWR + LLWAS

TDWR

NEXRAD + LLWAS

NEXRAD + Lidar

NEXRAD

LLWAS Only

Lidar Only

XBAND + LLWAS

XBAND + LIDAR

XBAND

"Upgraded" TDWR/WSP

"Current"

121

Site MDT MDW MEM MGM MHT MIA MKE MLI MLU MOB MSN MSP MSY MYR OAK

Type WSP TDWR TDWR LLWAS NoWS TDWR TDWR LLWAS LLWAS LLWAS WSP TDWR TDWR-LLWAS NoWS NoWS

MB 81.8% 92.0% 91.9% 41.1% 0.0% 90.2% 91.2% 55.0% 53.6% 49.0% 75.8% 91.6% 91.0% 0.0% 0.0%GF 55.8% 80.7% 79.4% 1.2% 0.0% 75.7% 80.4% 2.0% 2.1% 1.3% 62.5% 80.7% 78.4% 0.0% 0.0%MB 81.8% 97.8% 97.6% 41.1% 0.0% 95.4% 96.9% 55.0% 53.6% 49.0% 86.4% 97.5% 97.4% 0.0% 0.0%GF 60.9% 94.0% 91.9% 1.2% 0.0% 85.7% 93.8% 2.0% 2.1% 1.3% 70.9% 94.6% 89.3% 0.0% 0.0%MB 84.8% 95.6% 92.3% 93.1% 94.7% 95.7% 91.1% 83.9% 94.4% 93.9% 92.2% 95.7% 93.5% 87.0% 91.5%GF 28.5% 94.2% 89.1% 89.0% 76.3% 82.1% 92.8% 67.9% 73.7% 88.5% 91.8% 93.8% 87.0% 71.9% 64.0%MB 88.7% 96.8% 95.6% 96.3% 97.0% 96.3% 97.0% 91.9% 96.2% 96.0% 95.7% 97.0% 95.8% 95.5% 96.9%GF 37.6% 94.9% 94.5% 93.8% 85.2% 91.6% 94.9% 79.9% 88.5% 93.8% 94.4% 94.9% 93.7% 88.8% 71.3%MB 92.2% 97.8% 96.1% 96.5% 97.3% 97.8% 95.5% 91.8% 97.1% 96.9% 96.0% 97.8% 95.5% 93.4% 95.7%GF 37.6% 94.9% 94.5% 93.8% 85.2% 91.6% 94.9% 79.9% 88.5% 93.8% 94.4% 94.9% 93.7% 88.8% 71.3%MB 32.8% 36.9% 26.7% 32.5% 43.6% 8.4% 39.6% 35.9% 15.8% 22.2% 28.2% 27.5% 14.6% 23.4% 39.9%GF 19.2% 64.3% 62.0% 61.7% 59.2% 47.0% 67.6% 49.2% 51.1% 55.0% 59.4% 60.1% 51.4% 55.0% 51.0%MB 48.8% 48.8% 48.8% 41.1% 48.8% 48.8% 48.8% 55.0% 53.6% 49.0% 48.8% 48.8% 30.5% 48.8% 48.8%GF 1.4% 1.4% 1.4% 1.2% 1.4% 1.4% 1.4% 2.0% 2.1% 1.3% 1.4% 1.4% 1.8% 1.4% 1.4%MB 0.0% 93.4% 96.1% 0.0% 0.0% 96.1% 13.8% 93.4% 0.0% 95.3% 0.0% 95.0% 60.5% 81.6% 0.0%GF 0.0% 95.0% 89.4% 9.0% 0.0% 75.6% 41.1% 83.7% 0.0% 79.7% 22.3% 93.3% 49.7% 54.5% 0.0%MB 32.8% 98.0% 97.4% 32.5% 43.6% 96.4% 53.0% 96.9% 15.8% 96.8% 28.2% 97.7% 67.0% 93.4% 39.9%GF 19.2% 95.0% 93.9% 67.9% 59.2% 88.5% 79.5% 84.4% 51.1% 90.3% 70.7% 94.4% 72.9% 76.2% 51.0%MB 49.0% 96.7% 98.0% 49.0% 49.0% 98.0% 56.0% 96.7% 49.0% 97.6% 49.0% 97.4% 72.7% 90.6% 49.0%GF 19.2% 95.0% 93.9% 67.9% 59.2% 88.5% 79.5% 84.4% 51.1% 90.3% 70.7% 94.4% 72.9% 76.2% 51.0%MB NA 97.8% 97.6% NA 0.0% 95.4% 96.9% NA NA NA NA 97.5% 96.2% 0.0% 0.0%GF NA 94.0% 91.9% NA 0.0% 85.7% 93.8% NA NA NA NA 94.6% 89.3% 0.0% 0.0%MB NA 98.9% 98.8% NA 49.0% 97.7% 98.4% NA NA NA NA 98.7% 97.4% 49.0% 49.0%GF NA 94.0% 91.9% NA 0.0% 85.7% 93.8% NA NA NA NA 94.6% 89.3% 0.0% 0.0%MB NA 98.0% 97.7% NA 43.6% 96.0% 97.9% NA NA NA NA 98.0% 96.6% 23.4% 39.9%GF NA 94.7% 94.3% NA 59.2% 91.9% 94.7% NA NA NA NA 94.9% 93.2% 55.0% 51.0%MB NA 97.8% 97.8% NA 0.0% 97.7% 96.9% NA NA NA NA 97.5% 97.3% 81.6% 0.0%GF NA 95.0% 94.2% NA 0.0% 91.0% 94.6% NA NA NA NA 95.0% 92.3% 54.5% 0.0%MB NA 98.9% 98.9% NA 49.0% 98.8% 98.4% NA NA NA NA 98.7% 98.1% 90.6% 49.0%GF NA 95.0% 94.2% NA 0.0% 91.0% 94.6% NA NA NA NA 95.0% 92.3% 54.5% 0.0%MB NA 98.0% 97.9% NA 43.6% 97.7% 97.9% NA NA NA NA 98.0% 97.6% 93.4% 39.9%GF NA 95.0% 94.9% NA 59.2% 94.0% 94.9% NA NA NA NA 95.0% 94.0% 76.2% 51.0%MB NA 97.8% 97.6% NA 0.0% 95.4% 96.9% NA NA NA NA 97.5% 96.2% 0.0% 0.0%GF NA 94.0% 91.9% NA 0.0% 85.7% 93.8% NA NA NA NA 94.6% 89.3% 0.0% 0.0%MB 81.8% 23.1% 84.1% NA 40.3% 92.3% 78.8% NA NA NA 86.4% 91.5% 92.8% 0.0% 83.3%GF 60.9% 36.9% 60.9% NA 49.1% 52.3% 65.4% NA NA NA 70.9% 79.0% 57.9% 0.0% 58.3%MB 90.7% 60.8% 91.9% NA 69.6% 96.1% 89.2% NA NA NA 93.1% 95.7% 95.1% 49.0% 91.5%GF 60.9% 36.9% 60.9% NA 49.1% 52.3% 65.4% NA NA NA 70.9% 79.0% 57.9% 0.0% 58.3%MB 94.1% 59.5% 92.7% NA 81.9% 93.6% 96.5% NA NA NA 96.2% 97.2% 95.5% 23.4% 95.2%GF 64.7% 76.9% 86.6% NA 81.0% 77.2% 87.9% NA NA NA 86.8% 88.5% 79.3% 55.0% 76.8%MB 81.8% 93.4% 96.9% NA 40.3% 97.5% 78.9% NA NA NA 86.4% 95.6% 95.5% 81.6% 83.3%GF 60.9% 95.0% 92.4% NA 49.1% 83.3% 76.7% NA NA NA 75.3% 94.4% 76.7% 54.5% 58.3%MB 90.7% 96.7% 98.4% NA 69.6% 98.7% 89.2% NA NA NA 93.1% 97.8% 96.9% 90.6% 91.5%GF 60.9% 95.0% 92.4% NA 49.1% 83.3% 76.7% NA NA NA 75.3% 94.4% 76.7% 54.5% 58.3%MB 84.8% 95.6% 92.3% 93.1% 94.7% 95.7% 91.1% 83.9% 94.4% 93.9% 92.2% 95.7% 95.5% 87.0% 91.5%GF 28.5% 94.2% 89.1% 89.0% 76.3% 82.1% 92.8% 67.9% 73.7% 88.5% 91.8% 93.8% 93.7% 71.9% 64.0%MB 94.1% 98.0% 97.9% NA 81.9% 97.7% 96.7% NA NA NA 96.2% 97.9% 97.3% 93.4% 95.2%GF 64.7% 95.0% 94.5% NA 81.0% 91.7% 89.9% NA NA NA 89.1% 94.8% 87.0% 76.2% 76.8%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


122

Site OKC OMA ONT ORD ORF ORL PBI PDK PDX PHF PHL PHX PIA PIE PNS

Type TDWR LLWAS WSP TDWR-LLWAS WSP NoWS TDWR NoWS WSP NoWS TDWR TDWR LLWAS NoWS LLWAS

MB 91.6% 46.8% 82.9% 90.7% 68.4% 0.0% 89.5% 0.0% 80.9% 0.0% 87.7% 88.8% 48.4% 0.0% 45.8%GF 78.7% 1.2% 51.9% 80.0% 26.5% 0.0% 78.4% 0.0% 63.4% 0.0% 74.6% 48.9% 1.3% 0.0% 1.3%MB 97.3% 46.8% 90.7% 99.1% 82.9% 0.0% 94.6% 0.0% 91.0% 0.0% 93.2% 94.0% 48.4% 0.0% 45.8%GF 92.2% 1.2% 59.8% 92.2% 52.2% 0.0% 89.4% 0.0% 69.2% 0.0% 86.3% 57.8% 1.3% 0.0% 1.3%MB 95.6% 94.3% 94.0% 91.9% 88.8% 92.6% 95.9% 94.7% 80.4% 86.3% 89.6% 94.0% 91.2% 95.7% 94.6%GF 92.2% 63.6% 65.5% 88.9% 81.8% 83.5% 85.3% 88.4% 32.4% 81.5% 79.8% 62.9% 88.6% 82.8% 82.7%MB 96.8% 96.2% 96.4% 96.5% 96.0% 95.6% 96.7% 96.6% 84.8% 96.2% 96.6% 95.7% 96.7% 96.8% 95.7%GF 94.5% 65.6% 77.4% 94.3% 92.8% 92.7% 93.0% 94.1% 46.4% 93.0% 92.3% 76.6% 93.4% 91.1% 83.2%MB 97.8% 97.1% 96.9% 98.1% 94.3% 96.2% 97.9% 97.3% 90.0% 93.0% 94.7% 97.0% 95.5% 97.8% 97.2%GF 94.5% 65.6% 77.4% 94.3% 92.8% 92.7% 93.0% 94.1% 46.4% 93.0% 92.3% 76.6% 93.4% 91.1% 83.2%MB 24.1% 32.1% 34.0% 36.9% 29.9% 14.6% 10.8% 18.2% 24.6% 28.8% 35.6% 19.6% 36.9% 13.8% 17.9%GF 58.7% 43.0% 47.2% 68.4% 58.8% 49.3% 47.8% 52.4% 26.0% 58.8% 65.0% 42.5% 62.3% 49.9% 45.7%MB 48.8% 46.8% 48.8% 76.0% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.8% 48.4% 48.8% 45.8%GF 1.4% 1.2% 1.4% 8.5% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.3% 1.4% 1.3%MB 96.0% 89.7% 0.0% 73.1% 0.0% 0.0% 0.0% 77.4% 0.0% 85.3% 0.0% 94.9% 23.1% 97.5% 0.0%GF 87.9% 87.9% 0.0% 94.1% 4.3% 0.7% 0.0% 53.6% 0.0% 77.0% 5.3% 88.9% 37.6% 94.3% 0.0%MB 97.5% 98.0% 34.0% 90.8% 29.9% 14.6% 10.8% 86.6% 24.6% 97.6% 35.6% 97.6% 58.4% 98.0% 17.9%GF 93.4% 87.9% 47.2% 95.0% 63.1% 50.1% 47.8% 74.9% 26.0% 84.0% 69.1% 93.0% 77.7% 94.5% 45.7%MB 97.9% 94.7% 49.0% 93.5% 49.0% 49.0% 49.0% 88.5% 49.0% 92.5% 49.0% 97.4% 60.8% 98.8% 49.0%GF 93.4% 87.9% 47.2% 95.0% 63.1% 50.1% 47.8% 74.9% 26.0% 84.0% 69.1% 93.0% 77.7% 94.5% 45.7%MB 97.3% NA NA 96.4% NA 95.2% 94.6% 97.9% NA 0.0% 93.2% 94.0% NA 96.7% NAGF 92.2% NA NA 92.2% NA 91.3% 89.4% 92.5% NA 0.0% 86.3% 57.8% NA 87.9% NAMB 98.6% NA NA 99.1% NA 97.5% 97.2% 98.9% NA 49.0% 96.5% 96.9% NA 98.3% NAGF 92.2% NA NA 92.2% NA 91.3% 89.4% 92.5% NA 0.0% 86.3% 57.8% NA 87.9% NAMB 97.8% NA NA 97.6% NA 96.3% 95.9% 98.0% NA 28.8% 96.9% 95.8% NA 97.3% NAGF 94.4% NA NA 94.4% NA 94.1% 93.5% 93.7% NA 58.8% 93.3% 72.5% NA 92.2% NAMB 97.6% NA NA 96.8% NA 95.2% 94.6% 97.9% NA 85.3% 93.2% 97.0% NA 97.9% NAGF 93.3% NA NA 94.9% NA 91.3% 89.4% 94.5% NA 77.0% 86.6% 91.7% NA 94.7% NAMB 98.8% NA NA 99.2% NA 97.5% 97.2% 98.9% NA 92.5% 96.5% 98.5% NA 98.9% NAGF 93.3% NA NA 94.9% NA 91.3% 89.4% 94.5% NA 77.0% 86.6% 91.7% NA 94.7% NAMB 97.8% NA NA 97.9% NA 96.3% 95.9% 98.0% NA 97.6% 96.9% 98.0% NA 98.0% NAGF 94.6% NA NA 95.0% NA 94.2% 93.5% 94.8% NA 84.0% 93.6% 93.8% NA 94.7% NAMB 97.3% NA NA 96.4% NA 95.2% 94.6% 97.9% NA 0.0% 93.2% 94.0% NA 96.7% NAGF 92.2% NA NA 92.2% NA 91.3% 89.4% 92.5% NA 0.0% 86.3% 57.8% NA 87.9% NAMB 92.0% NA 90.7% 82.2% 82.9% 46.1% 0.0% 4.1% 91.0% 0.4% 77.6% 88.9% NA 48.0% NAGF 75.7% NA 59.8% 66.1% 52.2% 36.7% 0.0% 9.4% 69.2% 1.1% 56.6% 56.8% NA 42.6% NAMB 95.9% NA 95.3% 95.7% 91.3% 72.5% 49.0% 51.1% 95.4% 49.2% 88.6% 94.3% NA 73.5% NAGF 75.7% NA 59.8% 66.1% 52.2% 36.7% 0.0% 9.4% 69.2% 1.1% 56.6% 56.8% NA 42.6% NAMB 97.2% NA 97.0% 95.1% 95.5% 60.4% 10.8% 22.1% 95.8% 28.8% 94.8% 93.6% NA 61.5% NAGF 87.8% NA 77.0% 88.2% 79.7% 67.9% 47.8% 60.0% 75.6% 60.1% 85.8% 75.8% NA 69.4% NAMB 96.9% NA 90.7% 84.9% 82.9% 46.1% 0.0% 77.4% 91.0% 85.3% 77.6% 95.7% NA 97.5% NAGF 92.8% NA 59.8% 94.2% 54.5% 36.8% 0.0% 53.7% 69.2% 77.2% 60.0% 92.2% NA 94.4% NAMB 98.4% NA 95.3% 96.4% 91.3% 72.5% 49.0% 88.5% 95.4% 92.5% 88.6% 97.8% NA 98.8% NAGF 92.8% NA 59.8% 94.2% 54.5% 36.8% 0.0% 53.7% 69.2% 77.2% 60.0% 92.2% NA 94.4% NAMB 95.6% 94.3% 94.0% 98.1% 88.8% 92.6% 95.9% 94.7% 80.4% 86.3% 89.6% 94.0% 91.2% 95.7% 94.6%GF 92.2% 63.6% 65.5% 94.3% 81.8% 83.5% 85.3% 88.4% 32.4% 81.5% 79.8% 62.9% 88.6% 82.8% 82.7%MB 97.9% NA 97.0% 96.1% 95.5% 60.4% 10.8% 86.6% 95.8% 97.6% 94.8% 97.9% NA 98.0% NAGF 94.5% NA 77.0% 95.0% 81.3% 67.9% 47.8% 75.1% 75.6% 84.8% 88.3% 93.9% NA 94.7% NA

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


123

Site PVD PWM RDU RIC RNO ROA ROC RST RSW SAN SAT SAV SBN SDF SEA

Type LLWAS NoWS TDWR WSP NoWS LLWAS WSP LLWAS LLWAS NoWS WSP LLWAS NoWS TDWR WSP

MB 53.2% 0.0% 91.5% 68.4% 0.0% 52.8% 91.3% 43.5% 48.3% 0.0% 89.5% 51.1% 0.0% 91.7% 76.9%GF 1.5% 0.0% 78.9% 40.1% 0.0% 1.5% 79.9% 1.2% 0.6% 0.0% 74.3% 1.4% 0.0% 79.3% 64.6%MB 53.2% 0.0% 97.4% 82.6% 0.0% 52.8% 92.7% 43.5% 48.3% 0.0% 91.6% 51.1% 0.0% 97.4% 87.0%GF 1.5% 0.0% 91.7% 55.9% 0.0% 1.5% 81.1% 1.2% 0.6% 0.0% 77.4% 1.4% 0.0% 92.2% 71.9%MB 95.2% 95.4% 86.6% 87.4% 65.2% 80.2% 95.7% 95.5% 95.2% 89.5% 95.9% 90.7% 93.0% 88.9% 93.8%GF 94.0% 94.4% 87.7% 77.7% 16.3% 36.1% 94.5% 93.2% 93.7% 52.5% 93.9% 70.8% 88.1% 77.3% 83.6%MB 97.1% 97.1% 94.3% 96.2% 90.1% 84.6% 96.9% 96.7% 95.8% 94.1% 97.0% 95.8% 97.1% 95.9% 96.7%GF 94.9% 95.0% 94.2% 90.7% 25.3% 55.5% 95.0% 94.6% 94.9% 60.3% 94.8% 87.2% 93.9% 89.8% 90.0%MB 97.6% 97.7% 93.2% 93.6% 82.2% 89.9% 97.8% 97.7% 97.6% 94.6% 97.9% 95.3% 96.4% 94.3% 96.9%GF 94.9% 95.0% 94.2% 90.7% 25.3% 55.5% 95.0% 94.6% 94.9% 60.3% 94.8% 87.2% 93.9% 89.8% 90.0%MB 41.5% 46.9% 25.0% 29.8% 65.7% 25.6% 30.9% 29.8% 12.2% 27.8% 28.6% 15.5% 36.6% 30.0% 38.7%GF 67.3% 70.7% 56.9% 60.6% 19.8% 30.7% 61.3% 59.5% 47.8% 35.1% 58.8% 50.7% 64.3% 58.1% 59.4%MB 53.2% 48.8% 48.8% 48.8% 48.8% 52.8% 48.8% 43.5% 48.3% 48.8% 48.8% 51.1% 48.8% 48.8% 48.8%GF 1.5% 1.4% 1.4% 1.4% 1.4% 1.5% 1.4% 1.2% 0.6% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4%MB 89.4% 64.8% 91.0% 42.3% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 89.3% 15.8% 0.0% 95.3% 0.0%GF 94.6% 94.7% 84.8% 42.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 93.8% 36.5% 14.0% 88.9% 0.0%MB 97.6% 96.2% 95.2% 67.2% 65.7% 25.6% 30.9% 29.8% 12.2% 27.8% 97.9% 31.2% 36.6% 97.9% 38.7%GF 94.9% 94.9% 91.3% 76.3% 19.8% 30.7% 61.3% 59.5% 47.8% 35.1% 95.0% 68.8% 71.9% 93.1% 59.4%MB 94.6% 82.0% 95.4% 70.6% 49.0% 49.0% 49.0% 49.0% 49.0% 49.0% 94.6% 57.1% 49.0% 97.6% 49.0%GF 94.9% 94.9% 91.3% 76.3% 19.8% 30.7% 61.3% 59.5% 47.8% 35.1% 95.0% 68.8% 71.9% 93.1% 59.4%MB NA 0.0% 97.4% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 97.4% NAGF NA 0.0% 91.7% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 92.2% NAMB NA 49.0% 98.7% NA 49.0% NA NA NA NA 49.0% NA NA 49.0% 98.7% NAGF NA 0.0% 91.7% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 92.2% NAMB NA 46.9% 97.8% NA 65.7% NA NA NA NA 27.8% NA NA 36.6% 97.8% NAGF NA 70.7% 93.8% NA 19.8% NA NA NA NA 35.1% NA NA 64.3% 94.1% NAMB NA 64.8% 97.6% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 97.7% NAGF NA 94.7% 94.2% NA 0.0% NA NA NA NA 0.0% NA NA 14.0% 94.3% NAMB NA 82.0% 98.8% NA 49.0% NA NA NA NA 49.0% NA NA 49.0% 98.8% NAGF NA 94.7% 94.2% NA 0.0% NA NA NA NA 0.0% NA NA 14.0% 94.3% NAMB NA 96.2% 97.9% NA 65.7% NA NA NA NA 27.8% NA NA 36.6% 98.0% NAGF NA 94.9% 94.8% NA 19.8% NA NA NA NA 35.1% NA NA 71.9% 94.7% NAMB NA 0.0% 97.4% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 97.4% NAGF NA 0.0% 91.7% NA 0.0% NA NA NA NA 0.0% NA NA 0.0% 92.2% NAMB NA 0.4% 86.8% 82.6% 0.0% NA 92.7% NA NA 10.7% 91.6% NA 0.0% 81.6% 87.0%GF NA 26.7% 65.0% 55.9% 0.0% NA 81.1% NA NA 26.4% 77.4% NA 0.0% 59.7% 71.9%MB NA 49.2% 93.2% 91.1% 49.0% NA 96.3% NA NA 54.5% 95.7% NA 49.0% 90.6% 93.4%GF NA 26.7% 65.0% 55.9% 0.0% NA 81.1% NA NA 26.4% 77.4% NA 0.0% 59.7% 71.9%MB NA 46.9% 96.4% 95.7% 65.7% NA 97.5% NA NA 38.0% 97.4% NA 36.6% 94.9% 96.3%GF NA 79.0% 84.3% 80.9% 19.8% NA 88.8% NA NA 68.5% 87.5% NA 64.3% 83.7% 85.5%MB NA 64.8% 94.5% 84.7% 0.0% NA 92.7% NA NA 10.7% 92.9% NA 0.0% 95.4% 87.0%GF NA 94.8% 90.8% 72.4% 0.0% NA 81.1% NA NA 26.4% 93.9% NA 14.0% 91.6% 71.9%MB NA 82.0% 97.2% 92.2% 49.0% NA 96.3% NA NA 54.5% 96.4% NA 49.0% 97.7% 93.4%GF NA 94.8% 90.8% 72.4% 0.0% NA 81.1% NA NA 26.4% 93.9% NA 14.0% 91.6% 71.9%MB 95.2% 95.4% 86.6% 87.4% 65.2% 80.2% 95.7% 95.5% 95.2% 89.5% 95.9% 90.7% 93.0% 88.9% 93.8%GF 94.0% 94.4% 87.7% 77.7% 16.3% 36.1% 94.5% 93.2% 93.7% 52.5% 93.9% 70.8% 88.1% 77.3% 83.6%MB NA 96.2% 97.8% 97.0% 65.7% NA 97.5% NA NA 38.0% 98.0% NA 36.6% 98.0% 96.3%GF NA 94.9% 93.7% 87.4% 19.8% NA 88.8% NA NA 68.5% 95.0% NA 71.9% 93.8% 85.5%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


124

Site SFB SFO SGF SHV SJC SJU SLC SMF SNA SPI SRQ STL SUX SYR TLH

Type NoWS LLWAS LLWAS LLWAS NoWS TDWR TDWR NoWS NoWS LLWAS WSP TDWR-LLWAS LLWAS WSP LLWAS

MB 0.0% 54.7% 42.5% 50.0% 0.0% 91.3% 87.7% 0.0% 0.0% 44.1% 95.8% 91.4% 58.4% 76.9% 49.7%GF 0.0% 1.6% 1.2% 1.4% 0.0% 73.6% 56.0% 0.0% 0.0% 1.7% 77.8% 80.5% 1.5% 66.6% 1.4%MB 0.0% 54.7% 42.5% 50.0% 0.0% 96.8% 93.1% 0.0% 0.0% 44.1% 97.0% 98.4% 58.4% 84.0% 49.7%GF 0.0% 1.6% 1.2% 1.4% 0.0% 84.5% 64.9% 0.0% 0.0% 1.7% 80.9% 94.2% 1.5% 72.0% 1.4%MB 96.1% 78.7% 94.9% 93.2% 88.5% 94.0% 89.4% 95.6% 87.1% 95.7% 96.3% 95.5% 91.7% 91.5% 90.7%GF 75.8% 47.7% 93.3% 91.6% 56.4% 73.8% 69.4% 89.4% 65.3% 94.3% 94.0% 94.6% 89.6% 88.7% 77.9%MB 96.9% 87.7% 96.8% 96.1% 96.4% 95.5% 97.0% 97.2% 96.7% 97.1% 96.8% 96.7% 96.7% 96.7% 96.0%GF 88.2% 63.0% 94.6% 94.8% 72.8% 85.9% 79.1% 94.0% 83.1% 94.9% 94.8% 95.0% 94.1% 92.8% 91.9%MB 98.0% 89.1% 97.4% 96.5% 94.1% 96.9% 94.6% 97.7% 93.4% 97.8% 98.1% 97.5% 95.8% 95.6% 95.3%GF 88.2% 63.0% 94.6% 94.8% 72.8% 85.9% 79.1% 94.0% 83.1% 94.9% 94.8% 95.0% 94.1% 92.8% 91.9%MB 12.0% 40.4% 26.1% 23.1% 44.2% 19.0% 48.1% 36.5% 48.0% 40.3% 18.1% 27.3% 36.3% 39.5% 18.4%GF 48.6% 38.6% 57.3% 54.6% 58.8% 49.5% 63.8% 63.6% 58.0% 67.2% 51.9% 59.3% 64.3% 65.8% 53.2%MB 48.8% 54.7% 42.5% 50.0% 48.8% 48.8% 48.8% 48.8% 48.8% 44.1% 48.8% 44.3% 58.4% 48.8% 49.7%GF 1.4% 1.6% 1.2% 1.4% 1.4% 1.4% 1.4% 1.4% 1.4% 1.7% 1.4% 3.1% 1.5% 1.4% 1.4%MB 0.0% 0.0% 96.7% 96.2% 0.0% 0.0% 0.0% 95.8% 0.0% 59.7% 97.3% 95.8% 0.0% 0.0% 92.8%GF 0.0% 0.0% 84.4% 78.7% 0.0% 0.0% 0.0% 85.4% 0.0% 91.0% 94.8% 94.3% 0.0% 0.0% 61.7%MB 12.0% 40.4% 97.5% 96.8% 44.2% 19.0% 48.1% 97.3% 48.0% 89.8% 98.0% 97.8% 36.3% 39.5% 95.3%GF 48.6% 38.6% 91.9% 88.4% 58.8% 49.5% 63.8% 91.9% 58.0% 92.5% 95.0% 94.8% 64.3% 65.8% 83.5%MB 49.0% 49.0% 98.3% 98.1% 49.0% 49.0% 49.0% 97.9% 49.0% 79.5% 98.6% 97.7% 49.0% 49.0% 96.3%GF 48.6% 38.6% 91.9% 88.4% 58.8% 49.5% 63.8% 91.9% 58.0% 92.5% 95.0% 94.8% 64.3% 65.8% 83.5%MB 97.7% NA NA NA 0.0% 96.8% 93.1% 0.0% 0.0% NA NA 97.2% NA NA NAGF 82.2% NA NA NA 0.0% 84.5% 64.9% 0.0% 0.0% NA NA 94.2% NA NA NAMB 98.8% NA NA NA 49.0% 98.4% 96.5% 49.0% 49.0% NA NA 98.4% NA NA NAGF 82.2% NA NA NA 0.0% 84.5% 64.9% 0.0% 0.0% NA NA 94.2% NA NA NAMB 98.0% NA NA NA 44.2% 97.1% 96.7% 36.5% 48.0% NA NA 97.6% NA NA NAGF 83.9% NA NA NA 58.8% 88.2% 85.7% 63.6% 58.0% NA NA 94.8% NA NA NAMB 97.7% NA NA NA 0.0% 96.8% 93.1% 95.8% 0.0% NA NA 97.9% NA NA NAGF 82.2% NA NA NA 0.0% 84.5% 64.9% 85.4% 0.0% NA NA 94.9% NA NA NAMB 98.8% NA NA NA 49.0% 98.4% 96.5% 97.9% 49.0% NA NA 98.8% NA NA NAGF 82.2% NA NA NA 0.0% 84.5% 64.9% 85.4% 0.0% NA NA 94.9% NA NA NAMB 98.0% NA NA NA 44.2% 97.1% 96.7% 97.3% 48.0% NA NA 98.0% NA NA NAGF 83.9% NA NA NA 58.8% 88.2% 85.7% 91.9% 58.0% NA NA 95.0% NA NA NAMB 97.7% NA NA NA 0.0% 96.8% 93.1% 0.0% 0.0% NA NA 97.2% NA NA NAGF 82.2% NA NA NA 0.0% 84.5% 64.9% 0.0% 0.0% NA NA 94.2% NA NA NAMB 0.0% NA NA NA 54.3% 0.0% 74.3% 20.0% 16.5% NA 97.0% 89.9% NA 84.0% NAGF 0.2% NA NA NA 37.2% 0.0% 55.2% 32.7% 27.1% NA 80.9% 80.6% NA 72.0% NAMB 49.0% NA NA NA 76.7% 49.0% 86.9% 59.2% 57.4% NA 98.4% 94.3% NA 91.9% NAGF 0.2% NA NA NA 37.2% 0.0% 55.2% 32.7% 27.1% NA 80.9% 80.6% NA 72.0% NAMB 12.0% NA NA NA 82.7% 19.0% 95.4% 56.0% 63.9% NA 97.5% 95.5% NA 97.1% NAGF 48.7% NA NA NA 58.8% 49.5% 78.1% 74.7% 58.0% NA 86.6% 88.7% NA 88.2% NAMB 0.0% NA NA NA 54.3% 0.0% 74.3% 95.8% 16.5% NA 97.8% 96.5% NA 84.0% NAGF 0.2% NA NA NA 37.2% 0.0% 55.2% 88.4% 27.1% NA 94.8% 94.8% NA 72.0% NAMB 49.0% NA NA NA 76.7% 49.0% 86.9% 97.9% 57.4% NA 98.9% 98.0% NA 91.9% NAGF 0.2% NA NA NA 37.2% 0.0% 55.2% 88.4% 27.1% NA 94.8% 94.8% NA 72.0% NAMB 96.1% 78.7% 94.9% 93.2% 88.5% 94.0% 89.4% 95.6% 87.1% 95.7% 96.3% 97.5% 91.7% 91.5% 90.7%GF 75.8% 47.7% 93.3% 91.6% 56.4% 73.8% 69.4% 89.4% 65.3% 94.3% 94.0% 95.0% 89.6% 88.7% 77.9%MB 12.0% NA NA NA 82.7% 19.0% 95.4% 97.3% 63.9% NA 98.0% 98.0% NA 97.1% NAGF 48.7% NA NA NA 58.8% 49.5% 78.1% 93.0% 58.0% NA 95.0% 94.9% NA 88.2% NA

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND


125

Site TOL TPA TRI TUL TWF TYS

Type WSP TDWR-LLWAS LLWAS TDWR NoWS WSP

MB 65.9% 90.5% 48.7% 91.6% 0.0% 88.0%GF 45.8% 75.1% 1.4% 79.2% 0.0% 68.3%MB 79.1% 98.3% 48.7% 97.4% 0.0% 92.9%GF 64.1% 85.2% 1.4% 92.3% 0.0% 73.5%MB 87.3% 96.8% 76.3% 93.1% 89.2% 26.7%GF 86.3% 93.3% 57.0% 87.8% 74.1% 36.3%MB 96.3% 97.1% 81.3% 96.4% 97.3% 46.0%GF 94.1% 94.6% 76.3% 94.3% 88.7% 68.1%MB 93.5% 98.7% 87.9% 96.5% 94.5% 62.6%GF 94.1% 94.6% 76.3% 94.3% 88.7% 68.1%MB 42.8% 12.2% 21.6% 25.1% 78.5% 24.2%GF 68.4% 49.3% 35.1% 58.0% 70.5% 45.8%MB 48.8% 60.3% 48.7% 48.8% 48.8% 48.8%GF 1.4% 4.5% 1.4% 1.4% 1.4% 1.4%MB 0.0% 97.7% 0.0% 96.6% 0.0% 0.0%GF 0.0% 93.3% 0.0% 92.8% 0.0% 0.0%MB 42.8% 98.0% 21.6% 98.0% 78.5% 24.2%GF 68.4% 94.0% 35.1% 94.1% 70.5% 45.8%MB 49.0% 99.1% 49.0% 98.3% 49.0% 49.0%GF 68.4% 94.0% 35.1% 94.1% 70.5% 45.8%MB NA 95.6% NA 97.4% 0.0% NAGF NA 85.2% NA 92.3% 0.0% NAMB NA 98.3% NA 98.7% 49.0% NAGF NA 85.2% NA 92.3% 0.0% NAMB NA 96.6% NA 97.8% 78.5% NAGF NA 91.4% NA 94.3% 70.5% NAMB NA 97.9% NA 97.8% 0.0% NAGF NA 94.3% NA 94.9% 0.0% NAMB NA 99.2% NA 98.9% 49.0% NAGF NA 94.3% NA 94.9% 0.0% NAMB NA 98.0% NA 98.0% 78.5% NAGF NA 94.6% NA 95.0% 70.5% NAMB NA 95.6% NA 97.4% 0.0% NAGF NA 85.2% NA 92.3% 0.0% NAMB 79.1% 96.3% NA 89.2% 0.0% 92.9%GF 64.1% 79.8% NA 69.2% 0.0% 73.5%MB 89.4% 98.5% NA 94.5% 49.0% 96.4%GF 64.1% 79.8% NA 69.2% 0.0% 73.5%MB 97.1% 96.9% NA 96.8% 78.5% 97.4%GF 87.9% 85.7% NA 86.5% 70.5% 84.2%MB 79.1% 97.9% NA 96.7% 0.0% 92.9%GF 64.1% 94.3% NA 93.9% 0.0% 73.5%MB 89.4% 99.1% NA 98.3% 49.0% 96.4%GF 64.1% 94.3% NA 93.9% 0.0% 73.5%MB 87.3% 98.7% 76.3% 93.1% 89.2% 26.7%GF 86.3% 94.6% 57.0% 87.8% 74.1% 36.3%MB 97.1% 98.0% NA 98.0% 78.5% 97.4%GF 87.9% 94.6% NA 94.6% 70.5% 84.2%

"Current"

"Upgraded" TDWR/WSP

XBAND

XBAND + LIDAR

XBAND + LLWAS

Lidar Only

LLWAS Only

NEXRAD

NEXRAD + Lidar

NEXRAD + LLWAS

TDWR

TDWR + LLWAS

TDWR +LIDAR

TDWR + NEXRAD



TDWR

WSP

WSP + LLWAS

WSP + LIDAR

WSP + NEXRAD


MOD-XBAND



127

APPENDIX D SAFETY AND DELAY EXPOSURE AND BENEFITS BY SITE AND SYSTEM

(LIFE CYCLE 2010–32 FY08$M)

RAW, PILOT and PWS are residual safety exposure values, remaining alternatives show safety exposure relative to NAS protected by pilot training and PWS, and delay reduction benefits based on reduced runway closure time due to wind shift prediction.

Site

ABE

ABQ

ADW

AGS

ALB

AMA

ASE

ATL

AUS

AVL

AVP

AZO

BD

LB

GM

BH

MB

IL

Type

NoW

SW

SPTD

WR

LLW

ASW

SPN

oWS

NoW

STD

WR

-LL

WAS

WSP

LLW

ASN

oWS

NoW

SW

SPN

oWS

WSP

LLW

AS

RAW

SA

FETY

1.25

3 24

.296

0.

023

0.44

6 2.

910

1.65

6 0.

778

227.

379

14.0

23

0.34

9 0.

745

0.36

6 5.

733

0.07

9 6.

997

2.31

1

PILO

T SA

FETY

1.03

1 16

.754

0.

018

0.32

8 2.

422

1.23

0 0.

576

167.

445

9.91

5 0.

249

0.60

5 0.

296

4.72

4 0.

064

5.00

7 1.

717

PWS

SAFE

TY0.

530

7.28

0 0.

014

0.19

3 1.

173

0.66

3 0.

333

68.7

68

4.23

4 0.

197

0.32

3 0.

239

2.12

2 0.

064

2.33

7 1.

057

CU

RR

ENT

SAFE

TY0.

000

6.31

5 0.

012

0.08

0 0.

961

0.00

0 0.

000

61.6

92

2.82

8 0.

077

0.00

0 0.

000

1.80

3 0.

000

1.80

4 0.

596

DEL

AY0.

000

1.52

8 0.

006

0.00

1 0.

368

0.00

0 0.

000

27.7

85

0.45

9 0.

001

0.00

0 0.

000

0.61

1 0.

000

0.31

5 0.

011

TOTA

L0.

000

7.84

3 0.

018

0.08

0 1.

329

0.00

0 0.

000

89.4

77

3.28

8 0.

077

0.00

0 0.

000

2.41

4 0.

000

2.11

9 0.

607

UPG

RAD

ED

SAFE

TY0.

000

6.59

6 0.

013

0.08

0 1.

023

0.00

0 0.

000

67.3

17

2.98

9 0.

077

0.00

0 0.

000

1.88

6 0.

000

2.06

1 0.

596

DEL

AY0.

000

1.69

3 0.

007

0.00

1 0.

387

0.00

0 0.

000

32.1

66

0.58

3 0.

001

0.00

0 0.

000

0.63

6 0.

000

0.36

1 0.

011

TOTA

L0.

000

8.28

9 0.

020

0.08

0 1.

410

0.00

0 0.

000

99.4

83

3.57

2 0.

077

0.00

0 0.

000

2.52

2 0.

000

2.42

2 0.

607

TDW

R

SAFE

TY0.

000

N/A

0.01

3 N

/AN

/A0.

000

0.00

0 65

.961

N

/AN

/A0.

000

0.00

0 N

/A0.

000

N/A

N/A

DEL

AY0.

000

N/A

0.00

7 N

/AN

/A0.

000

0.00

0 32

.166

N

/AN

/A0.

000

0.00

0 N

/A0.

000

N/A

N/A

TOTA

L0.

000

N/A

0.02

0 N

/AN

/A0.

000

0.00

0 98

.127

N

/AN

/A0.

000

0.00

0 N

/A0.

000

N/A

N/A

WSP

SA

FETY

0.00

0 6.

596

0.01

1 N

/A1.

023

0.00

0 0.

000

60.6

17

2.98

9 N

/A0.

000

0.00

0 1.

886

0.00

0 2.

061

N/A

DEL

AY0.

000

1.69

3 0.

005

N/A

0.38

7 0.

000

0.00

0 23

.248

0.

583

N/A

0.00

0 0.

000

0.63

6 0.

000

0.36

1 N

/ATO

TAL

0.00

0 8.

289

0.01

6 N

/A1.

410

0.00

0 0.

000

83.8

66

3.57

2 N

/A0.

000

0.00

0 2.

522

0.00

0 2.

422

N/A

NEX

RAD

SA

FETY

0.00

0 6.

900

0.01

0 0.

000

0.00

0 0.

638

0.00

0 66

.461

0.

077

0.00

0 0.

000

0.00

4 0.

000

0.06

2 2.

233

0.96

5

DEL

AY0.

000

1.90

7 0.

005

0.00

0 0.

000

0.32

4 0.

000

32.8

59

0.19

9 0.

000

0.00

0 0.

035

0.00

0 0.

039

0.51

4 0.

512

TOTA

L0.

000

8.80

7 0.

015

0.00

0 0.

000

0.96

2 0.

000

99.3

20

0.27

6 0.

000

0.00

0 0.

039

0.00

0 0.

100

2.74

7 1.

477

XBAN

D

SAFE

TY0.

499

6.83

3 0.

012

0.17

1 1.

091

0.62

8 0.

149

64.4

36

4.00

9 0.

162

0.22

5 0.

227

1.94

3 0.

061

1.05

1 0.

708

DEL

AY0.

322

1.88

1 0.

007

0.03

3 0.

448

0.34

1 0.

012

31.0

71

0.99

3 0.

026

0.06

6 0.

178

0.61

7 0.

039

0.08

7 0.

457

TOTA

L0.

821

8.71

3 0.

018

0.20

4 1.

539

0.97

0 0.

162

95.5

07

5.00

2 0.

188

0.29

1 0.

405

2.56

0 0.

100

1.13

8 1.

166

LID

AR

SAFE

TY0.

208

1.62

3 0.

006

0.03

6 0.

506

0.16

8 0.

190

13.7

47

1.12

0 0.

044

0.11

0 0.

122

0.82

8 0.

022

0.40

2 0.

696

DEL

AY0.

226

1.24

8 0.

005

0.02

2 0.

317

0.21

1 0.

013

18.7

97

0.62

2 0.

018

0.05

1 0.

135

0.43

6 0.

025

0.06

5 0.

397

TOTA

L0.

434

2.87

2 0.

010

0.05

8 0.

823

0.37

8 0.

203

32.5

43

1.74

2 0.

063

0.16

1 0.

257

1.26

5 0.

047

0.46

7 1.

093

LLW

AS

SAFE

TY0.

234

3.20

8 0.

006

0.08

0 0.

517

0.29

2 0.

147

38.6

84

1.86

5 0.

077

0.14

2 0.

105

0.93

5 0.

028

1.02

9 0.

596

DEL

AY0.

005

0.03

5 0.

000

0.00

1 0.

007

0.00

5 0.

006

1.90

8 0.

015

0.00

1 0.

003

0.00

3 0.

011

0.00

1 0.

008

0.01

1 TO

TAL

0.23

9 3.

242

0.00

6 0.

080

0.52

4 0.

297

0.15

3 40

.592

1.

881

0.07

7 0.

145

0.10

8 0.

946

0.02

9 1.

037

0.60

7 TD

WR

+

LID

AR

SAFE

TY0.

208

N/A

0.01

3 N

/ AN

/A0.

168

0.19

0 66

.553

N

/AN

/A0.

110

0.12

2 N

/A0.

022

N/A

N/A

DEL

AY0.

226

N/A

0.00

7 N

/AN

/A0.

211

0.01

3 33

.078

N

/AN

/A0.

051

0.13

5 N

/A0.

025

N/A

N/A

TOTA

L0.

434

N/A

0.02

0 N

/AN

/A0.

378

0.20

3 99

.631

N

/AN

/A0.

161

0.25

7 N

/A0.

047

N/A

N/A

WSP

+

LID

AR

SAFE

TY0.

208

6.93

9 0.

013

N/A

1.13

6 0.

168

0.19

0 64

.619

3.

598

N/A

0.11

0 0.

122

2.05

3 0.

022

2.18

1 N

/A

DEL

AY0.

226

1.98

2 0.

007

N/A

0.44

3 0.

211

0.01

3 29

.276

0.

838

N/A

0.05

1 0.

135

0.71

6 0.

025

0.39

2 N

/ATO

TAL

0.43

4 8.

921

0.02

0 N

/A1.

579

0.37

8 0.

203

93.8

95

4.43

6 N

/A0.

161

0.25

7 2.

769

0.04

7 2.

573

N/A

128

Site

ABE

ABQ

ADW

AGS

ALB

AMA

ASE

ATL

AUS

AVL

AVP

AZO

BD

LB

GM

BH

MB

IL

Type

NoW

SW

SPTD

WR

LLW

ASW

SPN

oWS

NoW

STD

WR

-LL

WAS

WSP

LLW

ASN

oWS

NoW

SW

SPN

oWS

WSP

LLW

AS

NEX

RAD

+

LID

AR

SAFE

TY0.

208

6.98

8 0.

013

0.03

6 0.

506

0.64

3 0.

190

67.0

11

1.16

7 0.

044

0.11

0 0.

123

0.82

8 0.

062

2.28

0 1.

020

DEL

AY0.

226

1.94

9 0.

006

0.02

2 0.

317

0.34

4 0.

013

33.2

05

0.74

5 0.

018

0.05

1 0.

149

0.43

6 0.

039

0.51

4 0.

536

TOTA

L0.

434

8.93

7 0.

019

0.05

8 0.

823

0.98

7 0.

203

100.

216

1.91

2 0.

063

0.16

1 0.

273

1.26

5 0.

101

2.79

4 1.

556

XBAN

D +

LI

DAR

SA

FETY

0.50

9 6.

946

0.01

3 0.

180

1.12

7 0.

635

0.24

1 65

.950

4.

092

0.17

4 0.

255

0.23

1 2.

006

0.06

1 1.

274

0.91

3

DEL

AY0.

349

2.02

7 0.

007

0.04

1 0.

463

0.35

0 0.

016

32.9

65

1.02

9 0.

038

0.09

5 0.

179

0.70

2 0.

039

0.16

6 0.

537

TOTA

L0.

858

8.97

2 0.

020

0.22

1 1.

590

0.98

5 0.

256

98.9

14

5.12

1 0.

213

0.35

0 0.

410

2.70

8 0.

101

1.44

0 1.

451

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

0.20

8 N

/A0.

013

N/A

N/A

0.64

3 0.

190

67.1

75

N/A

N/A

0.11

0 0.

123

N/A

0.06

2 N

/AN

/A

DEL

AY0.

226

N/A

0.00

7 N

/AN

/A0.

344

0.01

3 33

.505

N

/AN

/A0.

051

0.14

9 N

/A0.

039

N/A

N/A

TOTA

L0.

434

N/A

0.02

0 N

/AN

/A0.

987

0.20

3 10

0.68

0 N

/AN

/A0.

161

0.27

3 N

/A0.

101

N/A

N/A

WSP

+

NEX

RAD

+

LID

AR

SAFE

TY

0.20

8 7.

060

0.01

3 N

/A1.

136

0.64

3 0.

190

67.1

51

3.63

1 N

/A0.

110

0.12

3 2.

053

0.06

2 2.

281

N/A

DEL

AY0.

226

2.18

7 0.

007

N/A

0.44

3 0.

344

0.01

3 33

.382

0.

925

N/A

0.05

1 0.

149

0.71

6 0.

039

0.51

6 N

/ATO

TAL

0.43

4 9.

248

0.02

0 N

/A1.

579

0.98

7 0.

203

100.

533

4.55

6 N

/A0.

161

0.27

3 2.

769

0.10

1 2.

798

N/A

TDW

R +

LL

WAS

SA

FETY

0.23

4 N

/A0.

013

N/A

N/A

0.29

2 0.

147

67.3

17

N/A

N/A

0.14

2 0.

105

N/A

0.02

8 N

/AN

/A

DEL

AY0.

000

N/A

0.00

7 N

/AN

/A0.

000

0.00

0 32

.166

N

/AN

/A0.

000

0.00

0 N

/A0.

000

N/A

N/A

TOTA

L0.

234

N/A

0.02

0 N

/AN

/A0.

292

0.14

7 99

.483

N

/AN

/A0.

142

0.10

5 N

/A0.

028

N/A

N/A

WSP

+

LLW

AS

SAFE

TY0.

234

6.81

7 0.

012

N/A

1.08

4 0.

292

0.14

7 64

.213

3.

501

N/A

0.14

2 0.

105

1.98

0 0.

028

2.15

7 N

/A

DEL

AY0.

000

1.69

3 0.

005

N/A

0.38

7 0.

000

0.00

0 23

.248

0.

583

N/A

0.00

0 0.

000

0.63

6 0.

000

0.36

1 N

/ATO

TAL

0.23

4 8.

510

0.01

7 N

/A1.

471

0.29

2 0.

147

87.4

62

4.08

5 N

/A0.

142

0.10

5 2.

616

0.02

8 2.

518

N/A

NEX

RAD

+

LLW

AS

SAFE

TY0.

265

7.01

5 0.

012

0.09

4 0.

593

0.65

0 0.

148

67.6

61

2.15

4 0.

091

0.15

0 0.

124

1.05

2 0.

062

2.27

7 1.

008

DEL

AY0.

226

1.94

9 0.

006

0.02

2 0.

317

0.34

4 0.

013

33.2

05

0.74

5 0.

018

0.05

1 0.

149

0.43

6 0.

039

0.51

4 0.

536

TOTA

L0.

491

8.96

4 0.

018

0.11

6 0.

909

0.99

4 0.

161

100.

866

2.89

9 0.

110

0.20

0 0.

273

1.48

8 0.

102

2.79

0 1.

545

XBAN

D +

LL

WAS

SA

FETY

0.51

4 7.

008

0.01

3 0.

182

1.13

0 0.

644

0.22

4 66

.977

4.

114

0.17

5 0.

266

0.23

2 2.

030

0.06

2 1.

619

0.88

3

DEL

AY0.

349

2.02

7 0.

007

0.04

1 0.

463

0.35

0 0.

016

32.9

65

1.02

9 0.

038

0.09

5 0.

179

0.70

2 0.

039

0.16

6 0.

537

TOTA

L0.

862

9.03

4 0.

020

0.22

3 1.

593

0.99

4 0.

239

99.9

42

5.14

3 0.

214

0.36

1 0.

411

2.73

2 0.

101

1.78

5 1.

420

TDW

R +

N

EXR

AD

SAFE

TY0.

000

N/A

0.01

3 N

/AN

/A0.

638

0.00

0 67

.064

N

/AN

/A0.

000

0.00

4 N

/A0.

062

N/A

N/A

DEL

AY0.

000

N/A

0.00

7 N

/AN

/A0.

324

0.00

0 33

.445

N

/AN

/A0.

000

0.03

5 N

/A0.

039

N/A

N/A

TOTA

L0.

000

N/A

0.02

0 N

/AN

/A0.

962

0.00

0 10

0.51

0 N

/AN

/A0.

000

0.03

9 N

/A0.

100

N/A

N/A

TDW

R +

N

EXR

AD +

LL

WAS

SA

FETY

0.23

4 N

/A0.

013

N/A

N/A

0.64

6 0.

147

67.8

94

N/A

N/A

0.14

2 0.

110

N/A

0.06

2 N

/AN

/A

DEL

AY0.

000

N/A

0.00

7 N

/AN

/A0.

324

0.00

0 33

.445

N

/AN

/A0.

000

0.03

5 N

/A0.

039

N/A

N/A

TOTA

L0.

234

N/A

0.02

0 N

/AN

/A0.

970

0.14

7 10

1.33

9 N

/AN

/A0.

142

0.14

4 N

/ A0.

101

N/A

N/A

WSP

+

NEX

RAD

SA

FETY

0.00

0 6.

983

0.01

2 N

/A1.

023

0.63

8 0.

000

66.7

03

3.04

5 N

/A0.

000

0.00

4 1.

886

0.06

2 2.

248

N/A

DEL

AY0.

000

2.13

7 0.

006

N/A

0.38

7 0.

324

0.00

0 33

.180

0.

730

N/A

0.00

0 0.

035

0.63

6 0.

039

0.51

5 N

/ATO

TAL

0.00

0 9.

121

0.01

8 N

/A1.

410

0.96

2 0.

000

99.8

84

3.77

5 N

/A0.

000

0.03

9 2.

522

0.10

0 2.

763

N/A

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

0.23

4 7.

079

0.01

2 N

/A1.

084

0.64

6 0.

147

67.7

24

3.55

8 N

/A0.

142

0.11

0 1.

980

0.06

2 2.

285

N/A

DEL

AY0.

000

2.13

7 0.

006

N/A

0.38

7 0.

324

0.00

0 33

.180

0.

730

N/A

0.00

0 0.

035

0.63

6 0.

039

0.51

5 N

/ATO

TAL

0.23

4 9.

217

0.01

9 N

/A1.

471

0.97

0 0.

147

100.

905

4.28

8 N

/A0.

142

0.14

4 2.

616

0.10

1 2.

799

N/A

129

Site

BIS

BN

AB

OI

BO

SB

TRB

TVB

UF

BU

RB

WI

CAE

CAK

CH

AC

HS

CID

CLE

CLT

Type

NoW

STD

WR

NoW

STD

WR

LLW

ASN

oWS

WSP

NoW

STD

WR

LLW

ASN

oWS

LLW

ASW

SPW

SPTD

WR

TDW

R

RAW

SA

FETY

0.53

8 23

.604

5.

438

26.0

65

2.27

2 0.

765

3.86

3 1.

299

30.5

73

1.96

8 2.

062

0.72

0 3.

711

0.76

1 14

.111

41

.759

PILO

T SA

FETY

0.40

3 16

.543

3.

773

21.8

45

1.64

9 0.

614

2.90

5 0.

903

23.4

28

1.40

2 1.

627

0.53

1 2.

769

0.62

8 11

.006

31

.648

PWS

SAFE

TY0.

255

7.54

8 1.

974

9.73

7 1.

095

0.38

1 1.

418

0.43

2 9.

938

0.89

9 0.

744

0.35

8 1.

304

0.36

2 5.

720

13.5

55

CU

RR

ENT

SAFE

TY0.

000

6.84

7 0.

000

8.73

7 0.

424

0.00

0 1.

201

0.00

0 8.

854

0.38

5 0.

000

0.17

0 1.

012

0.31

7 5.

155

12.2

61

DEL

AY0.

000

0.90

4 0.

000

4.31

3 0.

002

0.00

0 0.

591

0.00

0 1.

621

0.00

3 0.

000

0.00

1 0.

108

0.12

0 1.

144

3.07

8 TO

TAL

0.00

0 7.

752

0.00

0 13

.050

0.

426

0.00

0 1.

792

0.00

0 10

.475

0.

388

0.00

0 0.

172

1.12

1 0.

437

6.29

9 15

.339

U

PGR

ADED

SA

FETY

0.00

0 7.

340

0.00

0 9.

358

0.42

4 0.

000

1.26

8 0.

000

9.47

8 0.

385

0.00

0 0.

170

1.16

1 0.

329

5.52

8 13

.131

DEL

AY0.

000

1.05

4 0.

000

5.00

3 0.

002

0.00

0 0.

627

0.00

0 1.

873

0.00

3 0.

000

0.00

1 0.

220

0.12

7 1.

339

3.57

4 TO

TAL

0.00

0 8.

394

0.00

0 14

.360

0.

426

0.00

0 1.

895

0.00

0 11

.351

0.

388

0.00

0 0.

172

1.38

0 0.

456

6.86

7 16

.705

TD

WR

SA

FETY

0.00

0 7.

340

0.00

0 9.

358

N/A

0.00

0 N

/A0.

000

9.47

8 N

/A0.

542

N/A

N/A

N/A

5.52

8 13

.131

DEL

AY0.

000

1.05

4 0.

000

5.00

3 N

/A0.

000

N/A

0.00

0 1.

873

N/A

0.20

2 N

/AN

/AN

/A1.

339

3.57

4 TO

TAL

0.00

0 8.

394

0.00

0 14

.360

N

/A0.

000

N/A

0.00

0 11

.351

N

/A0.

743

N/A

N/A

N/A

6.86

7 16

.705

W

SP

SAFE

TY0.

000

6.54

5 0.

000

8.56

6 N

/A0.

000

1.26

8 0.

316

7.32

1 N

/A0.

000

N/A

1.16

1 0.

329

5.10

3 11

.939

DEL

AY0.

000

0.75

7 0.

000

4.34

5 N

/A0.

000

0.62

7 0.

305

1.42

0 N

/A0.

000

N/A

0.22

0 0.

127

1.12

7 2.

647

TOTA

L0.

000

7.30

3 0.

000

12.9

11

N/A

0.00

0 1.

895

0.62

1 8.

741

N/A

0.00

0 N

/A1.

380

0.45

6 6.

230

14.5

86

NEX

RAD

SA

FETY

0.23

3 7.

058

1.88

6 7.

773

0.00

0 0.

350

1.36

1 0.

000

0.00

5 0.

805

0.24

7 0.

000

0.00

0 0.

000

5.45

2 0.

000

DEL

AY0.

063

0.96

7 0.

655

4.17

0 0.

000

0.17

4 0.

704

0.00

0 0.

010

0.15

9 0.

164

0.00

0 0.

000

0.00

0 1.

268

0.00

0 TO

TAL

0.29

6 8.

024

2.54

1 11

.943

0.

000

0.52

4 2.

065

0.00

0 0.

014

0.96

4 0.

411

0.00

0 0.

000

0.00

0 6.

720

0.00

0 XB

AND

SA

FETY

0.23

4 7.

147

1.67

8 9.

088

1.01

8 0.

344

1.35

2 0.

321

8.31

8 0.

446

0.71

1 0.

271

1.20

0 0.

344

5.46

8 12

.294

DEL

AY0.

066

1.02

8 0.

486

4.92

6 0.

113

0.18

3 0.

739

0.27

5 1.

776

0.09

4 0.

358

0.03

3 0.

336

0.15

3 1.

333

3.51

6 TO

TAL

0.30

0 8.

175

2.16

4 14

.015

1.

131

0.52

7 2.

092

0.59

6 10

.094

0.

540

1.06

9 0.

304

1.53

6 0.

497

6.80

1 15

.810

LI

DAR

SA

FETY

0.11

3 2.

073

1.23

2 3.

666

0.19

8 0.

197

0.64

5 0.

158

4.99

2 0.

204

0.20

7 0.

065

0.20

9 0.

123

2.27

0 3.

009

DEL

AY0.

048

0.65

6 0.

458

3.42

2 0.

070

0.14

9 0.

540

0.24

3 1.

522

0.05

8 0.

220

0.02

1 0.

217

0.10

1 0.

936

2.06

3 TO

TAL

0.16

1 2.

729

1.69

0 7.

088

0.26

9 0.

346

1.18

5 0.

401

6.51

4 0.

263

0.42

7 0.

086

0.42

6 0.

224

3.20

6 5.

072

LLW

AS

SAFE

TY0.

112

3.32

5 0.

870

4.29

0 0.

424

0.16

8 0.

625

0.19

0 4.

379

0.38

5 0.

328

0.17

0 0.

575

0.16

0 2.

520

5.97

3

DEL

AY0.

001

0.01

6 0.

012

0.07

6 0.

002

0.00

4 0.

011

0.01

0 0.

029

0.00

3 0.

005

0.00

1 0.

006

0.00

2 0.

020

0.05

5 TO

TAL

0.11

3 3.

341

0.88

2 4.

366

0.42

6 0.

171

0.63

6 0.

201

4.40

8 0.

388

0.33

3 0.

172

0.58

1 0.

162

2.54

0 6.

027

TDW

R +

LI

DAR

SA

FETY

0.11

3 7.

363

1.23

2 9.

488

N/A

0.19

7 N

/A0.

158

9.66

9 N

/A0 .

634

N/A

N/A

N/A

5.57

9 13

.197

DEL

AY0.

048

1.06

8 0.

458

5.07

6 N

/A0.

149

N/A

0.24

3 1.

965

N/A

0.29

6 N

/AN

/AN

/A1.

349

3.65

0 TO

TAL

0.16

1 8.

431

1.69

0 14

.564

N

/A0.

346

N/A

0.40

1 11

.634

N

/A0.

930

N/A

N/A

N/A

6.92

8 16

.847

W

SP +

LI

DAR

SA

FETY

0.11

3 7.

128

1.23

2 9.

430

N/A

0.19

7 1.

373

0.39

3 9.

547

N/A

0.20

7 N

/A1.

220

0.35

0 5.

518

12.8

87

DEL

AY0.

048

0.96

5 0.

458

4.89

0 N

/A0.

149

0.71

9 0.

408

1.92

9 N

/A0.

220

N/A

0.32

1 0.

145

1.28

2 3.

201

TOTA

L0.

161

8.09

2 1.

690

14.3

20

N/A

0.34

6 2.

091

0.80

0 11

.475

N

/A0.

427

N/A

1.54

1 0.

494

6.80

0 16

.088

130

Site

BIS

BN

AB

OI

BO

SB

TRB

TVB

UF

BU

RB

WI

CAE

CAK

CH

AC

HS

CID

CLE

CLT

Type

NoW

STD

WR

NoW

STD

WR

LLW

ASN

oWS

WSP

NoW

STD

WR

LLW

ASN

oWS

LLW

ASW

SPW

SPTD

WR

TDW

R

NEX

RAD

+

LID

AR

SAFE

TY0.

245

7.29

1 1.

915

9.41

8 0.

198

0.36

2 1.

377

0.15

8 4.

996

0.83

7 0.

413

0.06

5 0.

209

0.12

3 5.

529

3.00

9

DEL

AY0.

069

1.05

3 0.

767

4.63

3 0.

070

0.20

7 0.

738

0.24

3 1.

531

0.17

6 0.

288

0.02

1 0.

217

0.10

1 1.

334

2.06

3 TO

TAL

0.31

4 8.

344

2.68

1 14

.050

0.

269

0.56

9 2.

115

0.40

1 6.

527

1.01

3 0.

701

0.08

6 0.

426

0.22

4 6.

863

5.07

2 XB

AND

+

LID

AR

SAFE

TY0.

246

7.27

8 1.

844

9.28

9 1.

045

0.35

9 1.

373

0.36

1 9.

597

0.57

0 0.

718

0.29

1 1.

240

0.34

9 5.

539

12.9

69

DEL

AY0.

070

1.06

6 0.

586

5.07

3 0.

127

0.20

7 0.

747

0.37

5 1.

968

0.12

3 0.

366

0.04

6 0.

392

0.15

6 1.

350

3.67

5 TO

TAL

0.31

5 8.

343

2.42

9 14

.363

1.

172

0.56

6 2.

120

0.73

6 11

.565

0.

694

1.08

5 0.

337

1.63

1 0.

505

6.89

0 16

.644

TD

WR

+

NEX

RAD

+

LID

AR

SAFE

TY

0.24

5 7.

370

1.91

5 9.

511

N/A

0.36

2 N

/A0.

158

9.66

9 N

/A0.

635

N/A

N/A

N/A

5.58

5 13

.197

DEL

AY0.

069

1.07

6 0.

767

5.11

2 N

/A0.

207

N/A

0.24

3 1.

966

N/A

0.29

7 N

/AN

/AN

/A1.

352

3.65

0 TO

TAL

0.31

4 8.

445

2.68

1 14

.623

N

/A0.

569

N/A

0.40

1 11

.635

N

/A0.

931

N/A

N/A

N/A

6.93

7 16

.847

W

SP +

N

EXR

AD +

LI

DAR

SA

FETY

0.24

5 7.

352

1.91

5 9.

498

N/A

0.36

2 1.

383

0.39

3 9.

547

N/A

0.41

3 N

/A1.

220

0.35

0 5.

567

12.8

87

DEL

AY0.

069

1.06

8 0.

767

5.05

2 N

/A0.

207

0.74

5 0.

408

1.92

9 N

/A0.

288

N/A

0.32

1 0.

145

1.34

6 3.

201

TOTA

L0.

314

8.42

0 2.

681

14.5

50

N/A

0.56

9 2.

128

0.80

0 11

.476

N

/A0.

701

N/A

1.54

1 0.

494

6.91

3 16

.088

TD

WR

+

LLW

AS

SAFE

TY0.

112

7.41

5 0.

871

9.50

8 N

/A0.

168

N/A

0.19

1 9.

653

N/A

0.62

3 N

/AN

/AN

/A5.

605

13.2

82

DEL

AY0.

000

1.05

4 0.

000

5.00

3 N

/A0.

000

N/A

0.00

0 1.

873

N/A

0.20

2 N

/AN

/AN

/A1.

339

3.57

4 TO

TAL

0.11

2 8.

469

0.87

1 14

.510

N

/A0.

168

N/A

0.19

1 11

.526

N

/A0.

825

N/A

N/A

N/A

6.94

4 16

.856

W

SP +

LL

WAS

SA

F ETY

0.11

2 6.

913

0.87

1 9.

047

N/A

0.16

8 1.

327

0.36

1 8.

448

N/A

0.32

8 N

/A1.

198

0.34

1 5.

347

12.5

17

DEL

AY0.

000

0.75

7 0.

000

4.34

5 N

/A0.

000

0.62

7 0.

305

1.42

0 N

/A0.

000

N/A

0.22

0 0.

127

1.12

7 2.

647

TOTA

L0.

112

7.67

1 0.

871

13.3

91

N/A

0.16

8 1.

954

0.66

6 9.

868

N/A

0.32

8 N

/A1.

418

0.46

8 6.

474

15.1

64

NEX

RAD

+

LLW

AS

SAFE

TY0.

244

7.30

0 1.

930

8.71

0 0.

537

0.36

4 1.

388

0.20

5 5.

112

0.84

6 0.

493

0.16

8 0.

639

0.18

2 5.

579

6.69

4

DEL

AY0.

069

1.05

3 0.

767

4.63

3 0.

070

0.20

7 0.

738

0.24

3 1.

531

0.17

6 0.

288

0.02

1 0.

217

0.10

1 1.

334

2.06

3 TO

TAL

0.31

3 8.

353

2.69

7 13

.343

0.

607

0.57

1 2.

126

0.44

8 6.

644

1.02

2 0.

781

0.18

9 0.

856

0.28

3 6.

914

8.75

7 XB

AND

+

LLW

AS

SAFE

TY0.

244

7.33

4 1.

803

9.39

1 1.

056

0.36

1 1.

382

0.36

8 9.

132

0.65

5 0.

725

0.31

1 1.

251

0.35

2 5.

581

12.9

00

DEL

AY0.

070

1.06

6 0.

586

5.07

3 0.

127

0.20

7 0.

747

0.37

5 1.

968

0.12

3 0.

366

0.04

6 0.

392

0.15

6 1.

350

3.67

5 TO

TAL

0.31

4 8.

400

2.38

9 14

.464

1.

183

0.56

8 2.

129

0.74

3 11

.100

0.

778

1.09

2 0.

357

1.64

3 0.

509

6.93

1 16

.575

TD

WR

+

NEX

RAD

SA

FETY

0.23

3 7.

354

1.88

6 9.

399

N/A

0.35

0 N

/A0.

000

9.47

8 N

/A0.

543

N/A

N/A

N/A

5.57

8 13

.131

DEL

AY0.

063

1.06

9 0.

655

5.10

3 N

/A0.

174

N/A

0.00

0 1.

874

N/A

0.20

6 N

/AN

/AN

/A1.

347

3.57

4 TO

TAL

0.29

6 8.

423

2.54

1 14

.501

N

/A0.

524

N/A

0.00

0 11

.352

N

/A0.

749

N/A

N/A

N/A

6.92

4 16

.705

TD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

0.24

2 7.

427

1.90

5 9.

538

N/A

0.35

9 N

/A0.

191

9.65

4 N

/A0.

624

N/A

N/A

N/A

5.63

2 13

.282

DEL

AY0.

063

1.06

9 0.

655

5.10

3 N

/A0.

174

N/A

0.00

0 1.

874

N/A

0.20

6 N

/AN

/AN

/A1.

347

3.57

4 TO

TAL

0.30

5 8.

496

2.56

0 14

.641

N

/A0.

533

N/A

0.19

1 11

.527

N

/A0.

830

N/A

N/A

N/A

6.97

9 16

.856

W

SP +

N

EXR

AD

SAFE

TY0.

233

7.21

5 1.

886

8.70

3 N

/A0.

350

1.37

4 0.

316

7.32

3 N

/A0.

247

N/A

1.16

1 0.

329

5.52

8 11

.939

DEL

AY0.

063

1.02

9 0.

655

4.82

4 N

/A0.

174

0.72

9 0.

305

1.42

4 N

/A0.

164

N/A

0.22

0 0.

127

1.32

0 2.

647

TOTA

L0.

296

8.24

4 2.

541

13.5

27

N/A

0.52

4 2.

103

0.62

1 8.

747

N/A

0.41

1 N

/A1.

380

0.45

6 6.

848

14.5

86

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

0.24

2 7.

344

1.90

5 9.

158

N/A

0.35

9 1.

390

0.36

1 8.

450

N/A

0.46

9 N

/A1.

198

0.34

1 5.

602

12.5

17

DEL

AY0.

063

1.02

9 0.

655

4.82

4 N

/A0.

174

0.72

9 0.

305

1.42

4 N

/A0.

164

N/A

0.22

0 0.

127

1.32

0 2.

647

TOTA

L0.

305

8.37

2 2.

560

13.9

82

N/A

0.53

3 2.

119

0.66

6 9.

874

N/A

0.63

4 N

/A1.

418

0.46

8 6.

922

15.1

64

131

Site

CM

HC

MI

CO

SC

RP

CR

WC

SGC

VGD

ABD

ALD

AYD

CA

DEN

DFW

DSM

DTW

Type

TDW

RN

oWS

LLW

ASN

oWS

LLW

ASLL

WAS

TDW

RLL

WAS

TDW

RTD

WR

TDW

RTD

WR

-LL

WAS

TDW

R-

LLW

ASW

SPTD

WR

RAW

SA

FETY

7.26

4 0.

526

5.22

5 0.

536

0.33

7 0.

520

25.9

01

4.45

3 18

.149

4.

386

13.9

12

210.

892

162.

500

2.60

3 60

.065

PILO

T SA

FETY

5.65

4 0.

417

3.81

1 0.

377

0.25

3 0.

369

20.0

85

3.14

6 13

.068

3.

420

10.6

34

160.

460

120.

188

1.94

2 48

.479

PWS

SAFE

TY2.

722

0.41

0 2.

002

0.24

3 0.

252

0.22

8 10

.445

2.

251

5.73

6 1.

745

4.78

7 73

.450

50

.823

1.

145

21.4

06

CU

RR

ENT

SAFE

TY2.

472

0.00

0 0.

937

0.00

0 0.

099

0.13

1 9.

451

1.16

2 5.

117

1.57

5 4.

288

65.7

21

45.7

98

0.90

2 19

.428

DEL

AY0.

511

0.00

0 0.

017

0.00

0 0.

001

0.00

1 1.

061

0.00

8 1.

111

0.25

6 2.

000

8.09

8 3.

668

0.23

0 3.

481

TOTA

L2.

983

0.00

0 0.

954

0.00

0 0.

100

0.13

3 10

.511

1.

170

6.22

8 1.

831

6.28

8 73

.819

49

.466

1.

131

22.9

10

UPG

RAD

ED

SAFE

TY2.

653

0.00

0 0.

937

0.00

0 0.

099

0.13

1 10

.129

1.

162

5.47

5 1.

687

4.59

5 72

.974

49

.938

0.

998

20.8

45

DEL

AY0.

597

0.00

0 0.

017

0.00

0 0.

001

0.00

1 1.

236

0.00

8 1.

289

0.29

7 2.

321

9.50

0 4.

288

0.24

8 4.

069

TOTA

L3.

250

0.00

0 0.

954

0.00

0 0.

100

0.13

3 11

.365

1.

170

6.76

3 1.

984

6.91

6 82

.474

54

.226

1.

245

24.9

14

TDW

R

SAFE

TY2.

653

0.00

0 N

/A0.

000

N/A

N/A

10.1

29

N/A

5.47

5 1.

687

4.59

5 70

.501

49

.083

N

/A20

.845

DEL

AY0.

597

0.00

0 N

/A0.

000

N/A

N/A

1.23

6 N

/A1.

289

0.29

7 2.

321

9.50

0 4.

288

N/A

4.06

9 TO

TAL

3.25

0 0.

000

N/A

0.00

0 N

/AN

/A11

.365

N

/A6.

763

1.98

4 6.

916

80.0

01

53.3

71

N/A

24.9

14

WSP

SA

FETY

2.36

2 0.

000

N/A

0.00

0 N

/AN

/A9.

042

N/A

2.28

7 1.

549

3.96

4 45

.040

43

.601

0.

998

18.7

93

DEL

AY0.

440

0.00

0 N

/A0.

000

N/A

N/A

1.00

0 N

/A0.

448

0.22

2 1.

922

7.56

9 3.

073

0.24

8 3.

397

TOTA

L2.

801

0.00

0 N

/A0.

000

N/A

N/A

10.0

42

N/A

2.73

5 1.

771

5.88

6 52

.609

46

.674

1.

245

22.1

90

NEX

RAD

SA

FETY

0.00

0 0.

000

1.53

1 0.

234

0.23

9 0.

000

0.00

0 0.

000

3.81

1 0.

129

4.08

6 68

.014

46

.228

1.

085

0.00

0

DEL

AY0.

000

0.00

0 0.

604

0.12

8 0.

045

0.00

0 0.

000

0.00

0 0.

700

0.09

5 1.

921

9.22

6 4.

184

0.29

3 0.

000

TOTA

L0.

000

0.00

0 2.

135

0.36

3 0.

284

0.00

0 0.

000

0.00

0 4.

511

0.22

4 6.

007

77.2

40

50.4

12

1.37

8 0.

000

XBAN

D

SAFE

TY2.

548

0.39

3 1.

611

0.23

3 0.

160

0.19

9 9.

801

2.10

7 5.

369

1.66

3 4.

122

68.1

62

48.5

56

1.07

9 20

.579

DEL

AY0.

575

0.33

1 0.

689

0.13

4 0.

029

0.05

6 1.

213

0.37

9 1.

279

0.29

4 1.

776

9.42

9 4.

216

0.30

9 4.

088

TOTA

L3.

123

0.72

5 2.

300

0.36

7 0.

189

0.25

6 11

.014

2.

486

6.64

8 1.

957

5.89

8 77

.591

52

.772

1.

388

24.6

67

LID

AR

SAFE

TY0.

923

0.13

3 0.

480

0.06

2 0.

077

0.06

5 3.

509

0.43

2 1.

776

0.47

1 1.

870

47.3

38

12.4

01

0.44

2 6.

914

DEL

AY0.

383

0.21

2 0.

468

0.07

6 0.

019

0.03

9 0.

821

0.22

1 0.

839

0.18

3 1.

301

8.41

6 2.

665

0.21

2 2.

675

TOTA

L1.

306

0.34

5 0.

948

0.13

7 0.

096

0.10

4 4.

329

0.65

3 2.

614

0.65

4 3.

171

55.7

54

15.0

65

0.65

4 9.

590

LLW

AS

SAFE

TY1.

199

0.18

1 0.

937

0.10

7 0.

099

0.13

1 4.

602

1.16

2 2.

527

0.76

9 2.

109

64.9

76

28.6

03

0.50

4 9.

432

DEL

AY0.

009

0.00

5 0.

017

0.00

2 0.

001

0.00

1 0.

018

0.00

8 0.

020

0.00

4 0.

036

1.16

8 0.

318

0.00

5 0.

060

TOTA

L1.

208

0.18

6 0.

954

0.10

9 0.

100

0.13

3 4.

621

1.17

0 2.

547

0.77

4 2.

145

66.1

43

28.9

21

0.50

9 9.

492

TDW

R +

LI

DAR

SA

FETY

2.65

9 0.

133

N/A

0.06

2 N

/AN

/A10

.188

N

/A5.

568

1.70

0 4.

653

71.7

37

49.4

98

N/A

20.9

03

DEL

AY0.

600

0.21

2 N

/A0.

076

N/A

N/A

1.24

7 N

/A1.

330

0.30

2 2.

385

9.53

5 4.

354

N/A

4.08

6 TO

TAL

3.25

9 0.

345

N/A

0.13

7 N

/AN

/A11

.435

N

/A6.

898

2.00

2 7.

037

81.2

72

53.8

52

N/A

24.9

89

WSP

+

LID

AR

SAFE

TY2.

609

0.13

3 N

/A0.

062

N/A

N/A

10.0

26

N/A

3.93

7 1.

675

4.57

2 67

.548

47

.749

1.

097

20.4

94

DEL

AY0.

547

0.21

2 N

/A0.

076

N/A

N/A

1.16

8 N

/A1.

025

0.27

1 2.

251

9.37

6 3.

816

0.29

3 3.

828

TOTA

L3.

156

0.34

5 N

/A0.

137

N/A

N/A

11.1

94

N/A

4.96

3 1.

947

6.82

3 76

.924

51

.565

1.

389

24.3

23

NEX

RAD

+

LID

AR

SAFE

TY0.

923

0.13

3 1.

743

0.23

6 0.

244

0.06

5 3.

509

0.43

2 4.

824

0.57

5 4.

623

71.4

45

49.4

00

1.11

2 6.

914

DEL

AY0.

383

0.21

2 0.

684

0.13

3 0.

047

0.03

9 0.

821

0.22

1 1.

084

0.22

8 2.

185

9.50

7 4.

256

0.30

9 2.

675

132

Site

CM

HC

MI

CO

SC

RP

CR

WC

SGC

VGD

ABD

ALD

AYD

CA

DEN

DFW

DSM

DTW

Type

TDW

RN

oWS

LLW

ASN

oWS

LLW

ASLL

WAS

TDW

RLL

WAS

TDW

RTD

WR

TDW

RTD

WR

-LL

WAS

TDW

R-

LLW

ASW

SPTD

WR

TOTA

L1.

306

0.34

5 2.

426

0.36

8 0.

291

0.10

4 4.

329

0.65

3 5.

907

0.80

3 6.

808

80.9

52

53.6

56

1.42

0 9.

590

XBAN

D +

LI

DAR

SA

FETY

2.62

3 0.

397

1.68

0 0.

235

0.18

4 0.

218

10.1

09

2.16

1 5.

540

1.68

7 4.

502

71.1

60

49.1

98

1.10

7 20

.761

DEL

AY0.

602

0.33

4 0.

759

0.13

5 0.

035

0.06

4 1.

248

0.40

6 1.

330

0.30

1 2.

239

9.53

3 4.

318

0.31

2 4.

099

TOTA

L3.

224

0.73

1 2.

440

0.37

0 0.

219

0.28

1 11

.357

2.

567

6.87

1 1.

988

6.74

1 80

.693

53

.516

1.

420

24.8

60

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

2.65

9 0.

133

N/A

0.23

6 N

/AN

/A10

.188

N

/A5.

590

1.70

0 4.

674

71.7

45

49.6

44

N/A

20.9

03

DEL

AY0.

600

0.21

2 N

/A0.

133

N/A

N/A

1.24

7 N

/A1.

337

0.30

3 2.

441

9.53

7 4.

382

N/A

4.08

6 TO

TAL

3.25

9 0.

345

N/A

0.36

8 N

/AN

/A11

.435

N

/A6.

927

2.00

3 7.

116

81.2

82

54.0

26

N/A

24.9

89

WSP

+

NEX

RAD

+

LID

AR

SAFE

TY

2.60

9 0.

133

N/A

0.23

6 N

/AN

/A10

.026

N

/A5.

158

1.68

3 4.

664

71.6

21

49.5

78

1.11

7 20

.494

DEL

AY0.

547

0.21

2 N

/A0.

133

N/A

N/A

1.16

8 N

/A1.

140

0.28

5 2.

399

9.53

0 4.

348

0.31

1 3.

828

TOTA

L3.

156

0.34

5 N

/A0.

368

N/A

N/A

11.1

94

N/A

6.29

9 1.

969

7.06

3 81

.151

53

.926

1.

428

24.3

23

TDW

R +

LL

WAS

SA

FETY

2.67

9 0.

181

N/A

0.10

7 N

/AN

/A10

.252

N

/A5.

578

1.70

9 4.

665

72.9

74

49.9

38

N/A

21.0

61

DEL

AY0.

597

0.00

0 N

/A0.

000

N/A

N/A

1.23

6 N

/A1.

289

0.29

7 2.

321

9.50

0 4.

288

N/A

4.06

9 TO

TAL

3.27

5 0.

181

N/A

0.10

7 N

/AN

/A11

.488

N

/A6.

867

2.00

7 6.

987

82.4

74

54.2

26

N/A

25.1

30

WSP

+

LLW

AS

SAFE

T Y2.

497

0.18

1 N

/A0.

107

N/A

N/A

9.60

6 N

/A3.

785

1.61

9 4.

308

70.8

41

47.0

23

1.05

6 19

.851

DEL

AY0.

440

0.00

0 N

/A0.

000

N/A

N/A

1.00

0 N

/A0.

448

0.22

2 1.

922

7.56

9 3.

073

0.24

8 3.

397

TOTA

L2.

937

0.18

1 N

/A0.

107

N/A

N/A

10.6

06

N/A

4.23

3 1.

841

6.23

0 78

.410

50

.096

1.

303

23.2

48

NEX

RAD

+

LLW

AS

SAFE

TY1.

364

0.20

5 1.

734

0.23

8 0.

245

0.11

3 5.

257

1.10

7 4.

768

0.93

3 4.

418

72.9

13

48.8

60

1.11

3 10

.767

DEL

AY0.

383

0.21

2 0.

684

0.13

3 0.

047

0.03

9 0.

821

0.22

1 1.

084

0.22

8 2.

185

9.50

7 4.

256

0.30

9 2.

675

TOTA

L1.

747

0.41

8 2.

417

0.37

1 0.

292

0.15

2 6.

078

1.32

8 5.

852

1.16

1 6.

603

82.4

20

53.1

16

1.42

2 13

.443

XB

AND

+

LLW

AS

SAFE

TY2.

632

0.40

1 1.

781

0.23

7 0.

202

0.21

4 10

.104

2.

177

5.54

3 1.

700

4.46

1 72

.932

49

.797

1.

109

20.9

35

DEL

AY0.

602

0.33

4 0.

759

0.13

5 0.

035

0.06

4 1.

248

0.40

6 1.

330

0.30

1 2.

239

9.53

3 4.

318

0.31

2 4.

099

TOTA

L3.

233

0.73

5 2.

540

0.37

2 0.

237

0.27

7 11

.353

2.

583

6.87

4 2.

002

6.70

0 82

.465

54

.115

1.

421

25.0

34

TDW

R +

N

EXR

AD

SAFE

TY2.

653

0.00

0 N

/A0.

234

N/A

N/A

10.1

29

N/A

5.50

9 1.

687

4.64

5 70

.643

49

.326

N

/A20

.845

DEL

AY0.

597

0.00

0 N

/A0.

128

N/A

N/A

1.23

6 N

/A1.

315

0.29

8 2.

422

9.51

3 4.

376

N/A

4.06

9 TO

TAL

3.25

0 0.

000

N/A

0.36

3 N

/AN

/A11

.365

N

/A6.

824

1.98

5 7.

067

80.1

56

53.7

01

N/A

24.9

14

TDW

R +

N

EXR

AD +

LL

WAS

SA

FETY

2.67

9 0.

181

N/A

0.23

7 N

/AN

/A10

.252

N

/A5.

601

1.71

0 4.

700

72.9

90

50.0

90

N/A

21.0

61

DEL

AY0.

597

0.00

0 N

/A0.

128

N/A

N/A

1.23

6 N

/A1.

315

0.29

8 2.

422

9.51

3 4.

376

N/A

4.06

9 TO

TAL

3.27

5 0.

181

N/A

0.36

6 N

/AN

/A11

.488

N

/A6.

916

2.00

8 7.

122

82.5

03

54.4

65

N/A

25.1

30

WSP

+

NEX

RAD

SA

FETY

2.36

2 0.

000

N/A

0.23

4 N

/AN

/A9.

042

N/A

4.16

4 1.

564

4.33

1 68

.718

47

.376

1.

099

18.7

93

DEL

AY0.

440

0.00

0 N

/A0.

128

N/A

N/A

1.00

0 N

/A0.

801

0.24

9 2.

352

9.40

3 4.

300

0.30

5 3.

397

TOTA

L2.

801

0.00

0 N

/A0.

363

N/A

N/A

10.0

42

N/A

4.96

5 1.

812

6.68

3 78

.121

51

.676

1.

405

22.1

90

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

2.49

7 0.

181

N/A

0.23

7 N

/AN

/A9.

606

N/A

4.81

2 1.

633

4.53

3 72

.856

49

.297

1.

118

19.8

51

DEL

AY0.

440

0.00

0 N

/A0.

128

N/A

N/A

1.00

0 N

/A0.

801

0.24

9 2.

352

9.40

3 4.

300

0.30

5 3.

397

TOTA

L2.

937

0.18

1 N

/A0.

366

N/A

N/A

10.6

06

N/A

5.61

3 1.

882

6.88

5 82

.259

53

.597

1.

423

23.2

48

133

Site

ELP

ERI

EVV

EWR

FAR

FAY

FLL

FNT

FSD

FSM

FWA

GC

NG

EGG

FKG

PTG

RB

Type

WSP

NoW

SN

oWS

TDW

RN

oWS

LLW

ASTD

WR

NoW

SLL

WAS

LLW

ASW

SPN

oWS

WSP

NoW

SN

oWS

LLW

AS

RAW

SA

FETY

7.40

0 0.

121

0.49

3 20

.013

0.

633

0.25

6 79

.466

1.

548

1.87

9 0.

307

1.91

3 1.

017

6.79

9 0.

963

2.16

4 0.

497

PILO

T SA

FETY

5.10

1 0.

098

0.36

8 15

.950

0.

522

0.19

4 55

.171

1.

243

1.32

2 0.

227

1.51

0 0.

756

4.93

7 0.

754

1.48

9 0.

374

PWS

SAFE

TY2.

150

0.09

6 0.

362

6.87

5 0.

321

0.17

1 21

.326

0.

639

0.81

4 0.

215

0.85

4 0.

755

2.30

5 0.

645

0.78

0 0.

244

CU

RR

ENT

SAFE

TY1.

883

0.00

0 0.

000

6.08

0 0.

000

0.06

9 19

.172

0.

000

0.34

4 0.

095

0.66

5 0.

000

1.85

1 0.

000

0.00

0 0.

104

DEL

AY0.

585

0.00

0 0.

000

9.74

8 0.

000

0.00

1 6.

660

0.00

0 0.

005

0.00

1 0.

098

0.00

0 0.

500

0.00

0 0.

000

0.00

3 TO

TAL

2.46

8 0.

000

0.00

0 15

.828

0.

000

0.07

0 25

.832

0.

000

0.34

8 0.

096

0.76

4 0.

000

2.35

0 0.

000

0.00

0 0.

107

UPG

RAD

ED

SAFE

TY1.

970

0.00

0 0.

000

6.51

2 0.

000

0.06

9 20

.459

0.

000

0.34

4 0.

095

0.74

2 0.

000

1.95

8 0.

000

0.00

0 0.

104

DEL

AY0.

627

0.00

0 0.

000

11.3

85

0.00

0 0.

001

7.61

6 0.

000

0.00

5 0.

001

0.11

4 0.

000

0.52

2 0.

000

0.00

0 0.

003

TOTA

L2.

598

0.00

0 0.

000

17.8

97

0.00

0 0.

070

28.0

75

0.00

0 0.

348

0.09

6 0.

856

0.00

0 2.

480

0.00

0 0.

000

0.10

7 TD

WR

SA

FETY

N/A

0.00

0 0.

000

6.51

2 0.

000

N/A

20.4

59

0.00

0 N

/AN

/AN

/A0.

000

N/A

0.00

0 0.

000

N/A

DEL

AYN

/A0.

000

0.00

0 11

.385

0.

000

N/A

7.61

6 0.

000

N/A

N/A

N/A

0.00

0 N

/A0.

000

0.00

0 N

/ATO

TAL

N/A

0.00

0 0.

000

17.8

97

0.00

0 N

/A28

.075

0.

000

N/A

N/A

N/A

0.00

0 N

/A0.

000

0.00

0 N

/AW

SP

SAFE

TY1.

970

0.00

0 0.

000

5.80

6 0.

000

N/A

19.7

62

0.00

0 N

/AN

/A0.

742

0.00

0 1.

958

0.00

0 0.

000

N/A

DEL

AY0.

627

0.00

0 0.

000

10.4

43

0.00

0 N

/A5.

431

0.00

0 N

/AN

/A0.

114

0.00

0 0.

522

0.00

0 0.

000

N/A

TOTA

L2.

598

0.00

0 0.

000

16.2

49

0.00

0 N

/A25

.193

0.

000

N/A

N/A

0.85

6 0.

000

2.48

0 0.

000

0.00

0 N

/AN

EXR

AD

SAFE

TY0.

129

0.00

0 0.

000

0.00

0 0.

000

0.00

0 19

.326

0.

347

0.71

8 0.

207

0.07

8 0.

000

2.13

4 0.

267

0.00

5 0.

224

DEL

AY0.

287

0.00

0 0.

000

0.00

0 0.

000

0.00

0 5.

027

0.18

6 0.

245

0.05

4 0.

046

0.00

0 0.

582

0.29

5 0.

008

0.16

8 TO

TAL

0.41

6 0.

000

0.00

0 0.

000

0.00

0 0.

000

24.3

52

0.53

3 0.

963

0.26

1 0.

124

0.00

0 2.

717

0.56

2 0.

012

0.39

3 XB

AND

SA

FETY

2.02

3 0.

079

0.34

4 6.

454

0.28

8 0.

157

20.2

57

0.60

4 0.

748

0.19

6 0.

798

0.68

7 2.

137

0.61

3 0.

728

0.22

0

DEL

AY0.

712

0.05

6 0.

084

11.6

98

0.16

1 0.

039

7.42

5 0.

237

0.25

4 0.

042

0.14

1 0.

379

0.58

7 0.

405

0.10

3 0.

190

TOTA

L2.

735

0.13

5 0.

428

18.1

53

0.44

9 0.

196

27.6

83

0.84

2 1.

002

0.23

7 0.

939

1.06

6 2.

724

1.01

9 0.

832

0.41

0 LI

DAR

SA

FETY

0.44

4 0.

045

0.13

9 2.

875

0.14

9 0.

041

2.82

8 0.

285

0.44

2 0.

051

0.27

9 0.

468

1.13

5 0.

308

0.15

4 0.

127

DEL

AY0.

428

0.04

5 0.

057

8.56

0 0.

123

0.02

6 4.

137

0.17

5 0.

206

0.02

4 0.

094

0.33

2 0.

473

0.30

1 0.

065

0.15

4 TO

TAL

0.87

2 0.

090

0.19

6 11

.435

0.

271

0.06

7 6.

965

0.46

0 0.

648

0.07

5 0.

374

0.79

9 1.

607

0.60

9 0.

219

0.28

1 LL

WAS

SA

FETY

0.94

7 0.

042

0.15

9 3.

029

0.14

2 0.

069

9.39

6 0.

281

0.34

4 0.

095

0.37

6 0.

333

1.01

5 0.

284

0.34

4 0.

104

DEL

AY0.

013

0.00

1 0.

001

0.18

8 0.

002

0.00

1 0.

123

0.00

4 0.

005

0.00

1 0.

002

0.00

7 0.

010

0.00

6 0.

002

0.00

3 TO

TAL

0.96

0 0.

043

0.16

1 3.

218

0.14

4 0.

070

9.51

9 0.

285

0.34

8 0.

096

0.37

9 0.

340

1.02

5 0.

290

0.34

6 0.

107

TDW

R +

LI

DAR

SA

FETY

N/A

0.04

5 0.

139

6.64

7 0.

149

N/A

20.6

06

0.28

5 N

/AN

/AN

/A0.

468

N/A

0.30

8 0.

154

N/A

DEL

AYN

/A0.

045

0.05

7 12

.126

0.

123

N/A

8.11

7 0.

175

N/A

N/A

N/A

0.33

2 N

/A0.

301

0.06

5 N

/ATO

TAL

N/A

0.09

0 0.

196

18.7

73

0.27

1 N

/A28

.723

0.

460

N/A

N/A

N/A

0.79

9 N

/A0.

609

0.21

9 N

/AW

SP +

LI

DAR

SA

FETY

2.04

4 0.

045

0.13

9 6.

605

0.14

9 N

/A20

.367

0.

285

N/A

N/A

0.82

1 0.

468

2.23

3 0.

308

0.15

4 N

/A

DEL

AY0.

738

0.04

5 0.

057

12.1

32

0.12

3 N

/A7.

148

0.17

5 N

/AN

/A0.

136

0.33

2 0.

624

0.30

1 0.

065

N/A

TOTA

L2.

782

0.09

0 0.

196

18.7

37

0.27

1 N

/A27

.514

0.

460

N/A

N/A

0.95

7 0.

799

2.85

7 0.

609

0.21

9 N

/AN

EXR

AD +

LI

DAR

SA

FETY

0.54

6 0.

045

0.13

9 2.

875

0.14

9 0.

041

20.1

35

0.57

3 0.

785

0.20

9 0.

345

0.46

8 2.

238

0.53

1 0.

158

0.23

6

DEL

AY0.

635

0.04

5 0.

057

8.56

0 0.

123

0.02

6 6.

456

0.21

9 0.

259

0.05

6 0.

114

0.33

2 0.

633

0.36

7 0.

072

0.19

5

134

Site

ELP

ERI

EVV

EWR

FAR

FAY

FLL

FNT

FSD

FSM

FWA

GC

NG

EGG

FKG

PTG

RB

Type

WSP

NoW

SN

oWS

TDW

RN

oWS

LLW

ASTD

WR

NoW

SLL

WAS

LLW

ASW

SPN

oWS

WSP

NoW

SN

oWS

LLW

AS

TOTA

L1.

180

0.09

0 0.

196

11.4

35

0.27

1 0.

067

26.5

91

0.79

2 1.

045

0.26

4 0.

459

0.79

9 2.

872

0.89

8 0.

231

0.43

1 XB

AND

+

LID

AR

SAFE

TY2.

054

0.08

9 0.

349

6.61

5 0.

311

0.16

4 20

.548

0.

617

0.78

9 0.

204

0.82

5 0.

718

2.22

7 0.

626

0.74

8 0.

235

DEL

AY0.

776

0.06

6 0.

084

12.2

99

0.16

6 0.

044

8.14

9 0.

243

0.25

9 0.

051

0.14

7 0.

397

0.63

2 0.

409

0.11

6 0.

200

TOTA

L2.

830

0.15

5 0.

434

18.9

13

0.47

7 0.

207

28.6

97

0.86

0 1.

048

0.25

5 0.

972

1.11

5 2.

859

1.03

5 0.

864

0.43

5 TD

WR

+

NEX

RAD

+

LID

AR

SAFE

TY

N/A

0.04

5 0.

139

6.64

7 0.

149

N/A

20.8

05

0.57

3 N

/AN

/AN

/A0.

468

N/A

0.53

1 0.

158

N/A

DEL

AYN

/A0.

045

0.05

7 12

.126

0.

123

N/A

8.24

2 0.

219

N/A

N/A

N/A

0.33

2 N

/A0.

367

0.07

2 N

/ATO

TAL

N/A

0.09

0 0.

196

18.7

73

0.27

1 N

/A29

.047

0.

792

N/A

N/A

N/A

0.79

9 N

/A0.

898

0.23

1 N

/AW

SP +

N

EXR

AD +

LI

DAR

SA

FETY

2.06

2 0.

045

0.13

9 6.

605

0.14

9 N

/A20

.680

0.

573

N/A

N/A

0.82

3 0.

468

2.24

7 0.

531

0.15

8 N

/A

DEL

AY0.

802

0.04

5 0.

057

12.1

32

0.12

3 N

/A7.

744

0.21

9 N

/AN

/A0.

139

0.33

2 0.

641

0.36

7 0.

072

N/A

TOTA

L2.

864

0.09

0 0.

196

18.7

37

0.27

1 N

/A28

.424

0.

792

N/A

N/A

0.96

2 0.

799

2.88

8 0.

898

0.23

1 N

/ATD

WR

+

LLW

AS

SAFE

TYN

/A0.

042

0.15

9 6.

638

0.14

2 N

/A20

.745

0.

282

N/A

N/A

N/A

0.33

3 N

/A0.

285

0.34

4 N

/A

DEL

AYN

/A0.

000

0.00

0 11

.385

0.

000

N/A

7.61

6 0.

000

N/A

N/A

N/A

0.00

0 N

/A0.

000

0.00

0 N

/ATO

TAL

N/A

0.04

2 0.

159

18.0

23

0.14

2 N

/A28

.361

0.

282

N/A

N/A

N/A

0.33

3 N

/A0.

285

0.34

4 N

/AW

SP +

LL

WAS

SA

FETY

2.02

6 0.

042

0.15

9 6.

254

0.14

2 N

/A20

.130

0.

282

N/A

N/A

0.78

6 0.

333

2.10

1 0.

285

0.34

4 N

/A

DEL

AY0.

627

0.00

0 0.

000

10.4

43

0.00

0 N

/A5.

431

0.00

0 N

/AN

/A0.

114

0.00

0 0.

522

0.00

0 0.

000

N/A

TOTA

L2.

653

0.04

2 0.

159

16.6

97

0.14

2 N

/A25

.562

0.

282

N/A

N/A

0.90

0 0.

333

2.62

4 0.

285

0.34

4 N

/AN

EXR

AD +

LL

WAS

SA

FETY

1.13

0 0.

047

0.18

3 3.

469

0.16

4 0.

085

20.2

06

0.49

0 0.

765

0.21

0 0.

466

0.38

5 2.

219

0.45

3 0.

389

0.23

5

DEL

AY0.

635

0.04

5 0.

057

8.56

0 0.

123

0.02

6 6.

456

0.21

9 0.

259

0.05

6 0.

114

0.33

2 0.

633

0.36

7 0.

072

0.19

5 TO

TAL

1.76

5 0.

092

0.24

0 12

.029

0.

287

0.11

1 26

.662

0.

708

1.02

4 0.

266

0.58

0 0.

716

2.85

2 0.

820

0.46

1 0.

430

XBAN

D +

LL

WAS

SA

FETY

2.07

8 0.

087

0.35

2 6.

647

0.30

4 0.

164

20.7

96

0.62

0 0.

779

0.20

5 0.

825

0.71

5 2.

219

0.62

8 0.

754

0.23

2

DEL

AY0.

776

0.06

6 0.

084

12.2

99

0.16

6 0.

044

8.14

9 0.

243

0.25

9 0.

051

0.14

7 0.

397

0.63

2 0.

409

0.11

6 0.

200

TOTA

L2.

854

0.15

2 0.

436

18.9

46

0.47

0 0.

207

28.9

45

0.86

3 1.

038

0.25

6 0.

971

1.11

1 2.

851

1.03

6 0.

870

0.43

1 TD

WR

+

NEX

RAD

SA

FETY

N/A

0.00

0 0.

000

6.51

2 0.

000

N/A

20.7

28

0.34

7 N

/AN

/AN

/A0.

000

N/A

0.26

7 0.

005

N/A

DEL

AYN

/A0.

000

0.00

0 11

.385

0.

000

N/A

7.99

7 0.

186

N/A

N/A

N/A

0.00

0 N

/A0.

295

0.00

8 N

/ATO

TAL

N/A

0.00

0 0.

000

17.8

97

0.00

0 N

/A28

.725

0.

533

N/A

N/A

N/A

0.00

0 N

/A0.

562

0.01

2 N

/ATD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

0.04

2 0.

159

6.63

8 0.

142

N/A

20.9

28

0.48

1 N

/AN

/AN

/A0.

333

N/A

0.44

2 0.

349

N/A

DEL

AYN

/A0.

000

0.00

0 11

.385

0.

000

N/A

7.99

7 0.

186

N/A

N/A

N/A

0.00

0 N

/A0.

295

0.00

8 N

/ATO

TAL

N/A

0.04

2 0.

159

18.0

23

0.14

2 N

/A28

.925

0.

667

N/A

N/A

N/A

0.33

3 N

/A0.

738

0.35

6 N

/AW

SP +

N

EXR

AD

SAFE

TY1.

995

0.00

0 0.

000

5.80

6 0.

000

N/A

20.3

97

0.34

7 N

/AN

/A0.

745

0.00

0 2.

204

0.26

7 0.

005

N/A

DEL

AY0.

715

0.00

0 0.

000

10.4

43

0.00

0 N

/A7.

082

0.18

6 N

/AN

/A0.

121

0.00

0 0.

619

0.29

5 0.

008

N/A

TOTA

L2.

710

0.00

0 0.

000

16.2

49

0.00

0 N

/A27

.479

0.

533

N/A

N/A

0.86

6 0.

000

2.82

4 0.

562

0.01

2 N

/AW

SP +

N

EXR

AD +

LL

WAS

SA

FETY

2.04

9 0.

042

0.15

9 6.

254

0.14

2 N

/A20

.650

0.

481

N/A

N/A

0.78

9 0.

333

2.24

3 0.

442

0.34

9 N

/A

DEL

AY0.

715

0.00

0 0.

000

10.4

43

0.00

0 N

/A7.

082

0.18

6 N

/AN

/A0.

121

0.00

0 0.

619

0.29

5 0.

008

N/A

TOTA

L2.

764

0.04

2 0.

159

16.6

97

0.14

2 N

/A27

.732

0.

667

N/A

N/A

0.91

0 0.

333

2.86

2 0.

738

0.35

6 N

/A

135

Site

GR

RG

SOG

SPH

NL

HO

UH

PNH

SVIA

DIA

HIC

TIL

MIN

DIS

PJA

NJA

XJF

K

Type

WSP

WSP

LLW

ASW

SPTD

WR

WSP

WSP

TDW

RTD

WR

TDW

RN

oWS

TDW

RW

SPLL

WAS

WSP

TDW

R

RAW

SA

FETY

1.67

9 3.

952

0.59

0 13

.291

42

.192

0.

990

1.55

0 35

.413

13

3.45

1 3.

822

0.94

7 26

.160

2.

450

2.25

1 21

.929

37

.584

PILO

T SA

FETY

1.30

4 2.

978

0.41

2 9.

121

30.5

25

0.80

8 1.

119

26.1

27

97.2

62

2.94

2 0.

706

19.5

69

1.96

7 1.

519

14.9

62

29.8

77

PWS

SAFE

TY0.

734

1.42

1 0.

291

3.82

6 12

.545

0.

577

0.69

3 12

.206

42

.794

1.

735

0.43

8 8.

927

0.94

4 0.

829

6.55

1 12

.658

CU

RR

ENT

SAFE

TY0.

630

1.18

2 0.

124

3.14

4 11

.355

0.

498

0.60

0 10

.961

38

.643

1.

564

0.00

0 7.

987

0.67

7 0.

442

5.39

4 11

.426

DEL

AY0.

224

0.12

2 0.

001

0.75

7 1.

055

0.54

9 0.

121

1.10

0 6.

586

0.44

2 0.

000

1.04

2 0.

440

0.00

2 0.

568

58.2

21

TOTA

L0.

855

1.30

4 0.

125

3.90

1 12

.410

1.

048

0.72

1 12

.061

45

.229

2.

006

0.00

0 9.

028

1.11

7 0.

444

5.96

3 69

.647

U

PGR

ADED

SA

FETY

0.65

5 1.

272

0.12

4 3.

510

12.0

86

0.51

3 0.

636

11.7

30

41.1

59

1.67

8 0.

000

8.56

1 0.

743

0.44

2 5.

421

12.2

20

DEL

AY0.

232

0.14

6 0.

001

1.21

0 1.

206

0.56

3 0.

139

1.27

9 7.

412

0.51

6 0.

000

1.21

5 0.

481

0.00

2 0.

590

67.1

12

TOTA

L0.

887

1.41

8 0.

125

4.72

1 13

.292

1.

076

0.77

4 13

.008

48

.572

2.

193

0.00

0 9.

777

1.22

4 0.

444

6.01

1 79

.332

TD

WR

SA

FETY

N/A

N/A

N/A

N/A

12.0

86

N/A

N/A

11.7

30

41.1

59

1.67

8 0.

000

8.56

1 N

/AN

/AN

/A12

.220

DEL

AYN

/AN

/AN

/AN

/A1.

206

N/A

N/A

1.27

9 7.

412

0.51

6 0.

000

1.21

5 N

/AN

/AN

/A67

.112

TO

TAL

N/A

N/A

N/A

N/A

13.2

92

N/A

N/A

13.0

08

48.5

72

2.19

3 0.

000

9.77

7 N

/AN

/AN

/A79

.332

W

SP

SAFE

TY0.

655

1.27

2 N

/A3.

510

11.2

27

0.51

3 0.

636

9.75

3 37

.588

1.

505

0.00

0 8.

132

0.74

3 N

/A5.

421

10.8

59

DEL

AY0.

232

0.14

6 N

/A1.

210

0.71

3 0.

563

0.13

9 0.

966

4.32

5 0.

392

0.00

0 1.

004

0.48

1 N

/A0.

590

58.0

46

TOTA

L0.

887

1.41

8 N

/A4.

721

11.9

40

1.07

6 0.

774

10.7

19

41.9

14

1.89

7 0.

000

9.13

6 1.

224

N/A

6.01

1 68

.905

N

EXR

AD

SAFE

TY0.

711

0.00

0 0.

279

0.00

0 11

.916

0.

009

0.00

0 10

.276

31

.576

1.

585

0.32

3 8.

492

0.89

0 0.

779

6.33

7 0.

000

DEL

AY0.

268

0.00

0 0.

088

0.00

0 1.

116

0.10

6 0.

000

1.06

1 4.

348

0.44

5 0.

078

1.13

9 0.

567

0.12

4 0.

794

0.00

0 TO

TAL

0.97

9 0.

000

0.36

7 0.

000

13.0

32

0.11

5 0.

000

11.3

37

35.9

24

2.03

1 0.

401

9.63

2 1.

457

0.90

4 7.

131

0.00

0 XB

AND

SA

FETY

0.70

3 1.

030

0.27

2 3.

412

11.8

40

0.53

0 0.

633

10.7

03

38.7

55

1.61

6 0.

397

8.54

2 0.

886

0.73

1 6.

296

12.0

39

DEL

AY0.

274

0.15

6 0.

096

1.32

3 1.

139

0.59

3 0.

169

1.20

5 6.

026

0.49

7 0.

102

1.21

6 0.

577

0.12

8 0.

831

68.4

41

TOTA

L0.

976

1.18

6 0.

368

4.73

5 12

.979

1.

123

0.80

2 11

.908

44

.781

2.

114

0.49

9 9.

758

1.46

2 0.

859

7.12

7 80

.480

LI

DAR

SA

FETY

0.34

6 0.

384

0.07

2 0.

621

1.98

7 0.

257

0.15

3 4.

641

6.82

1 0.

570

0.08

8 2.

518

0.53

1 0.

269

1.38

1 5.

473

DEL

AY0.

205

0.11

6 0.

056

0.84

6 0.

659

0.30

8 0.

098

0.94

3 4.

203

0.34

0 0.

073

0.75

3 0.

483

0.08

7 0.

461

50.6

30

TOTA

L0.

551

0.50

0 0.

128

1.46

7 2.

646

0.56

5 0.

251

5.58

4 11

.024

0.

910

0.16

1 3.

271

1.01

4 0.

357

1.84

2 56

.103

LL

WAS

SA

FETY

0.32

4 0.

626

0.12

4 1.

686

5.52

7 0.

254

0.30

5 5.

378

18.8

55

0.76

5 0.

193

3.93

3 0.

416

0.44

2 2.

886

5.57

7

DEL

AY0.

004

0.00

3 0.

001

0.03

0 0.

019

0.01

0 0.

003

0.02

0 0.

117

0.00

8 0.

002

0.01

8 0.

009

0.00

2 0.

012

1.01

7 TO

TAL

0.32

8 0.

629

0.12

5 1.

716

5.54

6 0.

264

0.30

8 5.

398

18.9

72

0.77

2 0.

195

3.95

1 0.

425

0.44

4 2.

899

6.59

4 TD

WR

+

LID

AR

SAFE

TYN

/AN

/AN

/AN

/A12

.157

N

/AN

/A11

.878

41

.440

1.

691

0.08

8 8.

670

N/A

N/A

N/A

12.3

14

DEL

AYN

/AN

/AN

/AN

/A1.

257

N/A

N/A

1.32

3 7.

689

0.52

6 0.

073

1.22

7 N

/AN

/AN

/A68

.564

TO

TAL

N/A

N/A

N/A

N/A

13.4

14

N/A

N/A

13.2

01

49.1

29

2.21

7 0.

161

9.89

8 N

/AN

/AN

/A80

.878

W

SP +

LI

DAR

SA

FETY

0.71

4 1.

363

N/A

3.58

6 11

.710

0.

557

0.66

4 11

.541

39

.479

1.

659

0.08

8 8.

464

0.91

3 N

/A5.

788

12.1

85

DEL

AY0.

268

0.17

7 N

/A1.

459

1.02

3 0.

605

0.16

2 1.

266

6.15

3 0.

486

0.07

3 1.

127

0.58

9 N

/A0.

698

66.9

30

TOTA

L0.

982

1.54

0 N

/A5.

045

12.7

33

1.16

2 0.

826

12.8

07

45.6

33

2.14

5 0.

161

9.59

1 1.

501

N/A

6.48

5 79

.115

N

EXR

AD +

LI

DAR

SA

FETY

0.71

5 0.

384

0.28

2 0.

621

12.0

67

0.27

4 0.

153

11.5

28

34.2

19

1.66

5 0.

361

8.57

0 0.

921

0.79

7 6.

360

5.47

3

DEL

AY0.

274

0.11

6 0.

097

0.84

6 1.

210

0.51

8 0.

098

1.29

7 6.

125

0.51

6 0.

106

1.19

6 0.

589

0.13

5 0.

820

50.6

30

136

Site

GR

RG

SOG

SPH

NL

HO

UH

PNH

SVIA

DIA

HIC

TIL

MIN

DIS

PJA

NJA

XJF

K

Type

WSP

WSP

LLW

ASW

SPTD

WR

WSP

WSP

TDW

RTD

WR

TDW

RN

oWS

TDW

RW

SPLL

WAS

WSP

TDW

R

TOTA

L0.

989

0.50

0 0.

378

1.46

7 13

.277

0.

792

0.25

1 12

.826

40

.344

2.

181

0.46

7 9.

766

1.51

0 0.

933

7.18

0 56

.103

XB

AND

+

LID

AR

SAFE

TY0.

711

1.13

4 0.

280

3.44

6 12

.035

0.

548

0.64

8 11

.713

40

.562

1.

670

0.41

8 8.

617

0.91

7 0.

792

6.32

7 12

.275

DEL

AY0.

275

0.18

3 0.

101

1.42

9 1.

249

0.64

0 0.

178

1.32

5 7.

277

0.52

6 0.

125

1.22

7 0.

594

0.13

9 0.

834

68.9

86

TOTA

L0.

986

1.31

7 0.

381

4.87

6 13

.284

1.

188

0.82

6 13

.038

47

.838

2.

197

0.54

3 9.

844

1.51

1 0.

932

7.16

1 81

.261

TD

WR

+

NEX

RAD

+

LID

AR

SAFE

TY

N/A

N/A

N/A

N/A

12.2

20

N/A

N/A

11.8

91

41.7

09

1.69

3 0.

361

8.71

6 N

/AN

/AN

/A12

.314

DEL

AYN

/AN

/AN

/AN

/A1.

275

N/A

N/A

1.33

1 7.

769

0.52

8 0.

106

1.23

1 N

/AN

/AN

/A68

.564

TO

TAL

N/A

N/A

N/A

N/A

13.4

95

N/A

N/A

13.2

22

49.4

78

2.22

1 0.

467

9.94

7 N

/AN

/AN

/A80

.878

W

SP +

N

EXR

AD +

LI

DAR

SA

FETY

0.71

7 1.

363

N/A

3.58

6 12

.202

0.

559

0.66

4 11

.831

41

.139

1.

687

0.36

1 8.

633

0.92

2 N

/A6.

376

12.1

85

DEL

AY0.

274

0.17

7 N

/A1.

459

1.24

8 0.

625

0.16

2 1.

324

6.97

5 0.

523

0.10

6 1.

213

0.59

4 N

/A0.

827

66.9

30

TOTA

L0.

991

1.54

0 N

/A5.

045

13.4

50

1.18

4 0.

826

13.1

55

48.1

14

2.21

1 0.

467

9.84

6 1.

516

N/A

7.20

3 79

.115

TD

WR

+

LLW

AS

SAFE

TYN

/AN

/AN

/AN

/A12

.243

N

/AN

/A11

.909

41

.729

1.

699

0.19

3 8.

712

N/A

N/A

N/A

12.3

87

DEL

AYN

/AN

/AN

/AN

/A1.

206

N/A

N/A

1.27

9 7.

412

0.51

6 0.

000

1.21

5 N

/AN

/AN

/A67

.112

TO

TAL

N/A

N/A

N/A

N/A

13.4

49

N/A

N/A

13.1

87

49.1

42

2.21

5 0.

193

9.92

8 N

/AN

/AN

/A79

.499

W

SP +

LL

WAS

SA

FETY

0.68

7 1.

325

N/A

3.58

2 11

.581

0.

539

0.65

4 10

.767

39

.133

1.

593

0.19

3 8.

422

0.83

0 N

/A5.

869

11.6

15

DEL

AY0.

232

0.14

6 N

/A1.

210

0.71

3 0.

563

0.13

9 0.

966

4.32

5 0.

392

0.00

0 1.

004

0.48

1 N

/A0.

590

58.0

46

TOTA

L0.

919

1.47

0 N

/A4.

793

12.2

94

1.10

2 0.

793

11.7

32

43.4

58

1.98

4 0.

193

9.42

7 1.

312

N/A

6.45

9 69

.662

N

EXR

AD +

LL

WAS

SA

FETY

0.72

1 0.

706

0.28

4 1.

837

12.2

02

0.29

7 0.

341

11.2

80

36.9

85

1.66

4 0.

378

8.69

0 0.

915

0.80

3 6.

429

6.46

4

DEL

AY0.

274

0.11

6 0.

097

0.84

6 1.

210

0.51

8 0.

098

1.29

7 6.

125

0.51

6 0.

106

1.19

6 0.

589

0.13

5 0.

820

50.6

30

TOTA

L0.

995

0.82

3 0.

381

2.68

3 13

.413

0.

815

0.43

9 12

.577

43

.109

2.

179

0.48

4 9.

886

1.50

4 0.

938

7.24

9 57

.094

XB

AND

+

LLW

AS

SAFE

TY0.

716

1.22

3 0.

281

3.56

1 12

.189

0.

552

0.66

2 11

.458

40

.800

1.

675

0.41

8 8.

710

0.91

3 0.

780

6.40

6 12

.316

DEL

AY0.

275

0.18

3 0.

101

1.42

9 1.

249

0.64

0 0.

178

1.32

5 7.

277

0.52

6 0.

125

1.22

7 0.

594

0.13

9 0.

834

68.9

86

TOTA

L0.

991

1.40

6 0.

382

4.99

0 13

.438

1.

193

0.84

0 12

.783

48

.077

2.

201

0.54

3 9.

936

1.50

7 0.

919

7.24

0 81

.302

TD

WR

+

NEX

RAD

SA

FETY

N/A

N/A

N/A

N/A

12.1

96

N/A

N/A

11.7

85

41.5

66

1.68

6 0.

323

8.70

7 N

/AN

/AN

/A12

.220

DEL

AYN

/AN

/AN

/AN

/A1.

258

N/A

N/A

1.29

9 7.

665

0.52

3 0.

078

1.22

7 N

/AN

/AN

/A67

.112

TO

TAL

N/A

N/A

N/A

N/A

13.4

55

N/A

N/A

13.0

84

49.2

31

2.20

9 0.

401

9.93

3 N

/AN

/AN

/A79

.332

TD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

N/A

N/A

N/A

12.3

23

N/A

N/A

11.9

45

42.0

01

1.70

5 0.

370

8.79

0 N

/AN

/AN

/A12

.387

DEL

AYN

/AN

/AN

/AN

/A1.

258

N/A

N/A

1.29

9 7.

665

0.52

3 0.

078

1.22

7 N

/AN

/AN

/A67

.112

TO

TAL

N/A

N/A

N/A

N/A

13.5

81

N/A

N/A

13.2

44

49.6

66

2.22

7 0.

448

10.0

17

N/A

N/A

N/A

79.4

99

WSP

+

NEX

RAD

SA

FETY

0.71

4 1.

272

N/A

3.51

0 12

.129

0.

515

0.63

6 10

.992

40

.073

1.

637

0.32

3 8.

586

0.89

3 N

/A6.

362

10.8

59

DEL

AY0.

272

0.14

6 N

/A1.

210

1.19

6 0.

586

0.13

9 1.

188

6.28

9 0.

489

0.07

8 1.

183

0.58

3 N

/A0.

815

58.0

46

TOTA

L0.

986

1.41

8 N

/A4.

721

13.3

25

1.10

1 0.

774

12.1

81

46.3

62

2.12

5 0.

401

9.76

9 1.

476

N/A

7.17

8 68

.905

W

SP +

N

EXR

AD +

LL

WAS

SA

FETY

0.72

2 1.

325

N/A

3.58

2 12

.260

0.

541

0.65

4 11

.494

40

.893

1.

674

0.37

0 8.

715

0.91

4 N

/A6.

431

11.6

15

DEL

AY0.

272

0.14

6 N

/A1.

210

1.19

6 0.

586

0.13

9 1.

188

6.28

9 0.

489

0.07

8 1.

183

0.58

3 N

/A0.

815

58.0

46

TOTA

L0.

994

1.47

0 N

/A4.

793

13.4

56

1.12

7 0.

793

12.6

83

47.1

82

2.16

3 0.

448

9.89

8 1.

497

N/A

7.24

7 69

.662

137

Site

LAN

LAS

LAX

LBB

LEX

LFT

LGA

LGB

LIT

LNK

MAF

MB

SM

CI

MC

OM

DT

Type

LLW

ASTD

WR

WSP

WSP

LLW

ASN

oWS

TDW

R-

LLW

ASN

oWS

LLW

ASLL

WAS

LLW

ASN

oWS

TDW

RTD

WR

-LL

WAS

WSP

RAW

SA

FETY

0.77

3 93

.831

14

.401

3.

308

0.46

1 1.

284

11.2

27

5.04

6 6.

006

0.39

8 2.

180

0.52

8 40

.716

19

1.07

2 0.

587

PILO

T SA

FETY

0.61

6 65

.632

10

.151

2.

393

0.35

9 0.

925

9.01

6 3.

392

4.35

4 0.

314

1.56

1 0.

424

31.8

16

136.

057

0.47

0

PWS

SAFE

TY0.

333

30.7

19

4.65

9 1.

237

0.30

3 0.

785

4.06

4 1.

803

2.24

5 0.

246

0.81

9 0.

197

13.0

26

52.3

61

0.26

9

CU

RR

ENT

SAFE

TY0.

144

23.1

68

3.14

4 1.

068

0.13

0 0.

000

3.67

3 0.

000

1.17

3 0.

138

0.39

4 0.

000

11.8

11

47.3

82

0.21

3

DEL

AY0.

003

7.00

0 1.

127

0.39

3 0.

002

0.00

0 9.

822

0.00

0 0.

007

0.00

2 0.

009

0.00

0 1.

574

3.01

3 0.

177

TOTA

L0.

147

30.1

68

4.27

1 1.

461

0.13

1 0.

000

13.4

94

0.00

0 1.

180

0.14

0 0.

404

0.00

0 13

.385

50

.396

0.

390

UPG

RAD

ED

SAFE

TY0.

144

25.1

43

3.83

2 1.

116

0.13

0 0.

000

3.98

1 0.

000

1.17

3 0.

138

0.39

4 0.

000

12.6

69

51.6

93

0.21

5

DEL

AY0.

003

8.23

7 1.

660

0.42

0 0.

002

0.00

0 11

.494

0.

000

0.00

7 0.

002

0.00

9 0.

000

1.84

4 3.

487

0.19

3 TO

TAL

0.14

7 33

.381

5.

493

1.53

6 0.

131

0.00

0 15

.475

0.

000

1.18

0 0.

140

0.40

4 0.

000

14.5

13

55.1

79

0.40

7 TD

WR

SA

FETY

N/A

25.1

43

N/A

N/A

N/A

0.00

0 3.

942

0.00

0 N

/AN

/AN

/A0.

000

12.6

69

50.6

94

N/A

DEL

AYN

/A8.

237

N/A

N/A

N/A

0.00

0 11

.494

0.

000

N/A

N/A

N/A

0.00

0 1.

844

3.48

7 N

/ATO

TAL

N/A

33.3

81

N/A

N/A

N/A

0.00

0 15

.436

0.

000

N/A

N/A

N/A

0.00

0 14

.513

54

.180

N

/AW

SP

SAFE

TYN

/A21

.031

3.

832

1.11

6 N

/A0.

000

1.14

8 0.

899

N/A

N/A

N/A

0.00

0 12

.183

48

.734

0.

215

DEL

AYN

/A8.

569

1.66

0 0.

420

N/A

0.00

0 4.

748

0.22

4 N

/AN

/AN

/A0.

000

1.59

1 2.

687

0.19

3 TO

TAL

N/A

29.6

00

5.49

3 1.

536

N/A

0.00

0 5.

897

1.12

2 N

/AN

/AN

/A0.

000

13.7

74

51.4

21

0.40

7 N

EXR

AD

SAFE

TY0.

001

0.00

0 0.

000

1.17

5 0.

000

0.00

0 0.

000

0.00

0 2.

150

0.14

2 0.

775

0.00

0 1.

977

0.93

5 0.

000

DEL

AY0.

009

0.00

0 0.

000

0.48

7 0.

000

0.00

0 0.

000

0.00

0 0.

300

0.05

3 0.

336

0.00

0 0.

621

0.68

8 0.

000

TOTA

L0.

010

0.00

0 0.

000

1.66

1 0.

000

0.00

0 0.

000

0.00

0 2.

449

0.19

4 1.

111

0.00

0 2.

597

1.62

3 0.

000

XBAN

D

SAFE

TY0.

307

18.8

18

4.24

3 1.

180

0.28

8 0.

738

3.84

2 1.

546

2.04

5 0.

233

0.77

1 0.

183

12.5

46

50.2

64

0.21

3

DEL

AY0.

184

8.36

8 2.

149

0.53

5 0.

109

0.09

0 11

.389

0.

504

0.29

7 0.

097

0.36

6 0.

156

1.85

0 3.

531

0.09

0 TO

TAL

0.49

1 27

.186

6.

393

1.71

5 0.

397

0.82

8 15

.231

2.

050

2.34

1 0.

330

1.13

8 0.

339

14.3

96

53.7

95

0.30

3 LI

DAR

SA

FETY

0.15

6 18

.238

1.

628

0.35

8 0.

074

0.14

5 1.

814

0.44

9 0.

737

0.08

3 0.

184

0.07

8 2.

997

8.13

7 0.

085

DEL

AY0.

139

8.64

4 1.

690

0.32

9 0.

063

0.05

2 8.

154

0.34

7 0.

208

0.06

4 0.

216

0.11

4 1.

065

1.92

9 0.

061

TOTA

L0.

295

26.8

81

3.31

8 0.

687

0.13

7 0.

197

9.96

9 0.

796

0.94

5 0.

146

0.40

1 0.

192

4.06

3 10

.066

0.

145

LLW

AS

SAFE

TY0.

144

13.5

35

2.05

3 0.

545

0.13

0 0.

346

1.48

7 0.

794

1.17

3 0.

138

0.39

4 0.

087

5.73

9 40

.257

0.

119

DEL

AY0.

003

0.20

2 0.

038

0.00

8 0.

002

0.00

1 0.

215

0.01

0 0.

007

0.00

2 0.

009

0.00

2 0.

027

0.27

0 0.

004

TOTA

L0.

147

13.7

37

2.09

1 0.

553

0.13

1 0.

347

1.70

3 0.

804

1.18

0 0.

140

0.40

4 0.

089

5.76

6 40

.526

0.

123

TDW

R +

LI

DAR

SA

FETY

N/A

28.4

94

N/A

N/A

N/A

0.14

5 3.

969

0.44

9 N

/AN

/AN

/A0.

078

12.7

13

50.9

28

N/A

DEL

AYN

/A9.

432

N/A

N/A

N/A

0.05

2 11

.577

0.

347

N/A

N/A

N/A

0.11

4 1.

851

3.58

6 N

/ATO

TAL

N/A

37.9

26

N/A

N/A

N/A

0.19

7 15

.546

0.

796

N/A

N/A

N/A

0.19

2 14

.564

54

.515

N

/AW

SP +

LI

DAR

SA

FETY

N/A

28.7

94

4.37

1 1.

185

N/A

0.14

5 2.

840

1.27

7 N

/AN

/AN

/A0.

078

12.5

39

50.1

11

0.24

5

DEL

AYN

/A11

.353

2.

285

0.49

1 N

/A0.

052

9.58

7 0.

347

N/A

N/A

N/A

0.11

4 1.

717

3.14

9 0.

205

TOTA

LN

/A40

.147

6.

656

1.67

6 N

/A0.

197

12.4

27

1.62

4 N

/AN

/AN

/A0.

192

14.2

56

53.2

60

0.45

0 N

EXR

AD +

LI

DAR

SA

FETY

0.15

7 18

.238

1.

628

1.19

6 0.

074

0.14

5 1.

814

0.44

9 2.

177

0.19

6 0.

788

0.07

8 4.

685

8.80

4 0.

085

DEL

AY0.

144

8.64

4 1.

690

0.52

3 0.

063

0.05

2 8.

154

0.34

7 0.

316

0.08

1 0.

367

0.11

4 1.

368

2.41

9 0.

061

138

Site

LAN

LAS

LAX

LBB

LEX

LFT

LGA

LGB

LIT

LNK

MAF

MB

SM

CI

MC

OM

DT

Type

LLW

ASTD

WR

WSP

WSP

LLW

ASN

oWS

TDW

R-

LLW

ASN

oWS

LLW

ASLL

WAS

LLW

ASN

oWS

TDW

RTD

WR

-LL

WAS

WSP

TOTA

L0.

301

26.8

81

3.31

8 1.

720

0.13

7 0.

197

9.96

9 0.

796

2.49

3 0.

277

1.15

5 0.

192

6.05

3 11

.223

0.

145

XBAN

D +

LI

DAR

SA

FETY

0.32

2 25

.368

4.

492

1.19

0 0.

292

0.75

3 3.

926

1.65

8 2.

155

0.23

8 0.

786

0.19

0 12

.599

50

.653

0.

225

DEL

AY0.

188

11.0

81

2.43

6 0.

538

0.11

0 0.

098

11.5

64

0.62

3 0.

321

0.09

7 0.

380

0.16

5 1.

853

3.61

3 0.

119

TOTA

L0.

510

36.4

49

6.92

8 1.

729

0.40

3 0.

851

15.4

90

2.28

0 2.

476

0.33

5 1.

166

0.35

4 14

.452

54

.266

0.

344

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

N/A

28.4

94

N/A

N/A

N/A

0.14

5 3.

969

0.44

9 N

/AN

/AN

/A0.

078

12.7

16

50.9

38

N/A

DEL

AYN

/A9.

432

N/A

N/A

N/A

0.05

2 11

.577

0.

347

N/A

N/A

N/A

0.11

4 1.

852

3.59

4 N

/ATO

TAL

N/A

37.9

26

N/A

N/A

N/A

0.19

7 15

.546

0.

796

N/A

N/A

N/A

0.19

2 14

.568

54

.532

N

/AW

SP +

N

EXR

AD +

LI

DAR

SA

FETY

N/A

28.7

94

4.37

1 1.

205

N/A

0.14

5 2.

840

1.27

7 N

/AN

/AN

/A0.

078

12.5

82

50.1

89

0.24

5

DEL

AYN

/A11

.353

2.

285

0.53

2 N

/A0.

052

9.58

7 0.

347

N/A

N/A

N/A

0.11

4 1.

771

3.20

6 0.

205

TOTA

LN

/A40

.147

6.

656

1.73

6 N

/A0.

197

12.4

27

1.62

4 N

/AN

/AN

/A0.

192

14.3

52

53.3

96

0.45

0 TD

WR

+

LLW

AS

SAFE

TYN

/A27

.231

N

/AN

/AN

/A0.

346

3.98

1 0.

795

N/A

N/A

N/A

0.08

7 12

.808

51

.693

N

/A

DEL

AYN

/A8.

237

N/A

N/A

N/A

0.00

0 11

.494

0.

000

N/A

N/A

N/A

0.00

0 1.

844

3.48

7 N

/ATO

TAL

N/A

35.4

68

N/A

N/A

N/A

0.34

6 15

.475

0.

795

N/A

N/A

N/A

0.08

7 14

.652

55

.179

N

/AW

SP +

LL

WAS

SA

FETY

N/A

25.1

67

4.14

7 1.

159

N/A

0.34

6 2.

215

1.28

0 N

/AN

/AN

/A0.

087

12.4

78

50.4

73

0.23

6

DEL

AYN

/ A8.

569

1.66

0 0.

420

N/A

0.00

0 4.

748

0.22

4 N

/AN

/AN

/A0.

000

1.59

1 2.

687

0.19

3 TO

TAL

N/A

33.7

36

5.80

7 1.

579

N/A

0.34

6 6.

963

1.50

4 N

/AN

/AN

/A0.

087

14.0

70

53.1

59

0.42

9 N

EXR

AD +

LL

WAS

SA

FETY

0.17

1 15

.390

2.

341

1.20

4 0.

150

0.38

5 1.

734

0.88

1 2.

194

0.19

4 0.

796

0.09

9 7.

455

43.3

46

0.12

4

DEL

AY0.

144

8.64

4 1.

690

0.52

3 0.

063

0.05

2 8.

154

0.34

7 0.

316

0.08

1 0.

367

0.11

4 1.

368

2.41

9 0.

061

TOTA

L0.

315

24.0

34

4.03

1 1.

728

0.21

3 0.

437

9.88

8 1.

228

2.51

0 0.

275

1.16

3 0.

213

8.82

3 45

.766

0.

185

XBAN

D +

LL

WAS

SA

FETY

0.31

9 24

.597

4.

446

1.20

5 0.

295

0.76

1 3.

925

1.67

4 2.

144

0.23

9 0.

793

0.19

0 12

.749

51

.789

0.

233

DEL

AY0.

188

11.0

81

2.43

6 0.

538

0.11

0 0.

098

11.5

64

0.62

3 0.

321

0.09

7 0.

380

0.16

5 1.

853

3.61

3 0.

119

TOTA

L0.

507

35.6

78

6.88

2 1.

743

0.40

5 0.

859

15.4

89

2.29

6 2.

465

0.33

6 1.

173

0.35

4 14

.602

55

.402

0.

352

TDW

R +

N

EXR

AD

SAFE

TYN

/A25

.143

N

/AN

/AN

/A0.

000

3.94

2 0.

000

N/A

N/A

N/A

0.00

0 12

.674

50

.713

N

/A

DEL

AYN

/A8.

237

N/A

N/A

N/A

0.00

0 11

.494

0.

000

N/A

N/A

N/A

0.00

0 1.

846

3.50

1 N

/ATO

TAL

N/A

33.3

81

N/A

N/A

N/A

0.00

0 15

.436

0.

000

N/A

N/A

N/A

0.00

0 14

.521

54

.214

N

/ATD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

27.2

31

N/A

N/A

N/A

0.34

6 3.

981

0.79

5 N

/AN

/AN

/A0.

087

12.8

13

51.7

12

N/A

DEL

AYN

/A8.

237

N/A

N/A

N/A

0.00

0 11

.494

0.

000

N/A

N/A

N/A

0.00

0 1.

846

3.50

1 N

/ATO

TAL

N/A

35.4

68

N/A

N/A

N/A

0.34

6 15

.475

0.

795

N/A

N/A

N/A

0.08

7 14

.659

55

.213

N

/AW

SP +

N

EXR

AD

SAFE

TYN

/A21

.031

3.

832

1.19

4 N

/A0.

000

1.14

8 0.

899

N/A

N/A

N/A

0.00

0 12

.238

48

.854

0.

215

DEL

AYN

/A8.

569

1.66

0 0.

516

N/A

0.00

0 4.

748

0.22

4 N

/AN

/AN

/A0.

000

1.66

3 2.

775

0.19

3 TO

TAL

N/A

29.6

00

5.49

3 1.

710

N/A

0.00

0 5.

897

1.12

2 N

/AN

/AN

/A0.

000

13.9

00

51.6

30

0.40

7 W

SP +

N

EXR

AD +

LL

WAS

SA

FETY

N/A

25.1

67

4.14

7 1.

209

N/A

0.34

6 2.

215

1.28

0 N

/AN

/AN

/A0.

087

12.5

29

50.5

93

0.23

6

DEL

AYN

/A8.

569

1.66

0 0.

516

N/A

0.00

0 4.

748

0.22

4 N

/AN

/AN

/A0.

000

1.66

3 2.

775

0.19

3 TO

TAL

N/A

33.7

36

5.80

7 1.

725

N/A

0.34

6 6.

963

1.50

4 N

/AN

/AN

/A0.

087

14.1

92

53.3

68

0.42

9

139

Site

MD

WM

EMM

GM

MH

TM

IAM

KE

MLI

MLU

MO

BM

SNM

SPM

SYM

YRO

AKO

KC

Type

TDW

RTD

WR

LLW

ASN

oWS

TDW

RTD

WR

LLW

ASLL

WAS

LLW

ASW

SPTD

WR

TDW

R-

LLW

ASN

oWS

NoW

STD

WR

RAW

SA

FETY

34.4

39

53.6

27

0.69

1 2.

615

136.

686

15.1

28

0.87

6 0.

476

1.23

9 1.

584

35.6

87

31.4

83

1.72

6 1.

638

7.39

3

PILO

T SA

FETY

26.8

15

37.5

88

0.48

1 2.

180

93.6

30

11.9

32

0.66

1 0.

347

0.84

9 1.

277

27.8

71

21.3

08

1.28

1 1.

267

5.51

4

PWS

SAFE

TY11

.314

17

.327

0.

320

0.98

5 35

.527

5.

842

0.40

6 0.

342

0.55

6 0.

759

12.0

61

8.70

4 0.

566

0.58

1 2.

576

CU

RR

ENT

SAFE

TY10

.278

15

.707

0.

119

0.00

0 31

.542

5.

264

0.20

2 0.

166

0.24

6 0.

565

10.9

19

7.81

3 0.

000

0.00

0 2.

326

DEL

AY6.

186

1.78

2 0.

001

0.00

0 4.

408

0.96

0 0.

003

0.00

1 0.

001

0.17

6 4.

466

0.51

6 0.

000

0.00

0 0.

518

TOTA

L16

.464

17

.489

0.

119

0.00

0 35

.950

6.

224

0.20

5 0.

167

0.24

7 0.

741

15.3

85

8.33

0 0.

000

0.00

0 2.

844

UPG

RAD

ED

SAFE

TY11

.020

16

.811

0.

119

0.00

0 33

.557

5.

643

0.20

2 0.

166

0.24

6 0.

644

11.7

22

8.40

7 0.

000

0.00

0 2.

494

DEL

AY7.

207

2.06

3 0.

001

0.00

0 4.

990

1.12

1 0.

003

0.00

1 0.

001

0.19

9 5.

239

0.58

8 0.

000

0.00

0 0.

606

TOTA

L18

.228

18

.874

0.

119

0.00

0 38

.547

6.

764

0.20

5 0.

167

0.24

7 0.

843

16.9

62

8.99

5 0.

000

0.00

0 3.

100

TDW

R

SAFE

TY11

.020

16

.811

N

/A0.

000

33.5

57

5.64

3 N

/AN

/AN

/AN

/A11

.722

8.

316

0.00

0 0.

000

2.49

4

DEL

AY7.

207

2.06

3 N

/A0.

000

4.99

0 1.

121

N/A

N/A

N/A

N/A

5.23

9 0.

588

0.00

0 0.

000

0.60

6 TO

TAL

18.2

28

18.8

74

N/A

0.00

0 38

.547

6.

764

N/A

N/A

N/A

N/A

16.9

62

8.90

4 0.

000

0.00

0 3.

100

WSP

SA

FETY

2.76

8 14

.174

N

/A0.

405

31.3

58

4.52

3 N

/AN

/AN

/A0.

644

10.8

82

7.77

6 0.

000

0.46

9 2.

327

DEL

AY2.

831

1.36

6 N

/A0.

254

3.04

7 0.

781

N/A

N/A

N/A

0.19

9 4.

376

0.38

1 0.

000

1.92

8 0.

498

TOTA

L5.

598

15.5

40

N/A

0.66

0 34

.405

5.

304

N/A

N/A

N/A

0.84

3 15

.258

8.

157

0.00

0 2.

397

2.82

5 N

EXR

AD

SAFE

TY10

.589

16

.540

0.

003

0.00

0 33

.413

0.

966

0.37

6 0.

000

0.52

1 0.

017

11.4

35

5.16

9 0.

447

0.00

0 2.

452

DEL

AY7.

285

2.00

7 0.

005

0.00

0 4.

403

0.49

1 0.

119

0.00

0 0.

085

0.06

3 5.

165

0.32

7 0.

040

0.00

0 0.

578

TOTA

L17

.873

18

.546

0.

008

0.00

0 37

.816

1.

456

0.49

5 0.

000

0.60

7 0.

080

16.6

00

5.49

6 0.

487

0.00

0 3.

029

XBAN

D

SAFE

TY10

.799

15

.935

0.

297

0.91

4 33

.500

5.

334

0.33

4 0.

316

0.51

9 0.

699

11.5

19

8.07

8 0.

484

0.51

5 2.

455

DEL

AY7.

226

2.00

0 0.

048

0.39

5 4.

782

1.10

9 0.

097

0.03

9 0.

095

0.25

8 5.

196

0.57

3 0.

053

2.11

7 0.

607

TOTA

L18

.025

17

.935

0.

345

1.31

0 38

.282

6.

443

0.43

1 0.

355

0.61

4 0.

957

16.7

14

8.65

1 0.

537

2.63

2 3.

061

LID

AR

SAFE

TY4.

485

5.23

8 0.

114

0.44

5 4.

356

2.47

7 0.

151

0.06

6 0.

142

0.23

8 3.

710

1.59

1 0.

150

0.23

8 0.

710

DEL

AY4.

932

1.39

2 0.

033

0.30

6 2.

737

0.80

8 0.

070

0.02

7 0.

059

0.16

7 3.

328

0.33

8 0.

041

1.68

8 0.

386

TOTA

L9.

417

6.63

0 0.

147

0.75

1 7.

093

3.28

4 0.

221

0.09

3 0.

201

0.40

5 7.

038

1.93

0 0.

191

1.92

6 1.

096

LLW

AS

SAFE

TY4.

985

7.63

4 0.

119

0.43

4 15

.653

2.

574

0.20

2 0.

166

0.24

6 0.

334

5.31

4 2.

406

0.25

0 0.

256

1.13

5

DEL

AY0.

107

0.03

1 0.

001

0.00

7 0.

082

0.01

7 0.

003

0.00

1 0.

001

0.00

4 0.

078

0.01

2 0.

001

0.04

6 0.

009

TOTA

L5.

093

7.66

6 0.

119

0.44

1 15

.735

2.

591

0.20

5 0.

167

0.24

7 0.

338

5.39

1 2.

418

0.25

1 0.

302

1.14

4 TD

WR

+

LID

AR

SAFE

TY11

.046

16

.873

N

/A0.

445

33.9

48

5.69

8 N

/AN

/AN

/AN

/A11

.781

8.

381

0.15

0 0.

238

2.51

1

DEL

AY7.

267

2.11

8 N

/A0.

306

5.35

4 1.

132

N/A

N/A

N/A

N/A

5.25

4 0.

614

0.04

1 1.

688

0.62

1 TO

TAL

18.3

13

18.9

91

N/A

0.75

1 39

.303

6.

830

N/A

N/A

N/A

N/A

17.0

35

8.99

5 0.

191

1.92

6 3.

131

WSP

+

LID

AR

SAFE

TY6.

929

15.9

60

N/A

0.80

5 32

.660

5.

589

N/A

N/A

N/A

0.72

3 11

.620

8.

172

0.15

0 0.

542

2.47

9

DEL

AY5.

896

1.94

3 N

/A0.

420

4.49

4 1.

050

N/A

N/A

N/A

0.24

4 4.

898

0.52

2 0.

041

2.54

2 0.

578

TOTA

L12

.824

17

.904

N

/A1.

225

37.1

54

6.63

8 N

/AN

/AN

/A0.

967

16.5

17

8.69

5 0.

191

3.08

4 3.

057

NEX

RAD

+

LID

AR

SAFE

TY11

.052

16

.815

0.

115

0.44

5 33

.952

3.

249

0.38

9 0.

066

0.53

5 0.

246

11.7

48

5.88

4 0.

519

0.23

8 2.

502

DEL

AY7.

286

2.10

8 0.

036

0.30

6 5.

155

0.95

0 0.

120

0.02

7 0.

097

0.19

9 5.

227

0.48

0 0.

056

1.68

8 0.

614

140

Site

MD

WM

EMM

GM

MH

TM

IAM

KE

MLI

MLU

MO

BM

SNM

SPM

SYM

YRO

AKO

KC

Type

TDW

RTD

WR

LLW

ASN

oWS

TDW

RTD

WR

LLW

ASLL

WAS

LLW

ASW

SPTD

WR

TDW

R-

LLW

ASN

oWS

NoW

STD

WR

TOTA

L18

.339

18

.923

0.

152

0.75

1 39

.108

4.

199

0.50

9 0.

093

0.63

2 0.

445

16.9

75

6.36

4 0.

575

1.92

6 3.

116

XBAN

D +

LI

DAR

SA

FETY

10.9

30

16.5

40

0.30

8 0.

943

34.0

37

5.65

4 0.

368

0.32

7 0.

533

0.72

5 11

.671

8.

323

0.53

7 0.

548

2.48

8

DEL

AY7.

280

2.12

2 0.

050

0.44

1 5.

337

1.13

4 0.

114

0.04

7 0.

101

0.26

5 5.

255

0.61

7 0.

065

2.36

1 0.

622

TOTA

L18

.210

18

.661

0.

358

1.38

4 39

.374

6.

788

0.48

2 0.

373

0.63

3 0.

990

16.9

26

8.94

0 0.

602

2.90

9 3.

110

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

11.0

53

16.9

14

N/A

0.44

5 34

.580

5.

702

N/A

N/A

N/A

N/A

11.7

82

8.46

1 0.

519

0.23

8 2.

512

DEL

AY7.

287

2.13

0 N

/A0.

306

5.47

3 1.

134

N/A

N/A

N/A

N/A

5.26

0 0.

619

0.05

6 1.

688

0.62

2 TO

TAL

18.3

40

19.0

43

N/A

0.75

1 40

.053

6.

835

N/A

N/A

N/A

N/A

17.0

42

9.08

0 0.

575

1.92

6 3.

135

WSP

+

NEX

RAD

+

LID

AR

SAFE

TY

11.0

52

16.9

02

N/A

0.80

5 34

.488

5.

607

N/A

N/A

N/A

0.72

4 11

.773

8.

377

0.51

9 0.

542

2.51

3

DEL

AY7.

287

2.12

2 N

/A0.

420

5.34

2 1.

074

N/A

N/A

N/A

0.25

0 5.

251

0.57

3 0.

056

2.54

2 0.

621

TOTA

L18

.339

19

.024

N

/A1.

225

39.8

31

6.68

1 N

/AN

/AN

/A0.

975

17.0

24

8.94

9 0.

575

3.08

4 3.

135

TDW

R +

LL

WAS

SA

FETY

11.1

31

16.9

95

N/A

0.43

4 34

.273

5.

722

N/A

N/A

N/A

N/A

11.8

56

8.40

7 0.

250

0.25

6 2.

525

DEL

AY7.

207

2.06

3 N

/A0.

000

4.99

0 1.

121

N/A

N/A

N/A

N/A

5.23

9 0.

588

0.00

0 0.

000

0.60

6 TO

TAL

18.3

39

19.0

58

N/A

0.43

4 39

.263

6.

843

N/A

N/A

N/A

N/A

17.0

95

8.99

5 0.

250

0.25

6 3.

131

WSP

+

LLW

AS

SAFE

TY6.

606

15.3

87

N/A

0.66

5 32

.570

5.

070

N/A

N/A

N/A

0.68

9 11

.336

7.

950

0.25

0 0.

512

2.41

9

DEL

AY2.

831

1.36

6 N

/A0.

254

3.04

7 0.

781

N/A

N/A

N/A

0.19

9 4.

376

0.38

1 0.

000

1.92

8 0.

498

TOTA

L9.

436

16.7

53

N/A

0.91

9 35

.617

5.

851

N/A

N/A

N/A

0.88

8 15

.712

8.

331

0.25

0 2.

440

2.91

6 N

EXR

AD +

LL

WAS

SA

FETY

10.9

17

16.9

14

0.16

3 0.

492

34.4

83

3.41

1 0.

388

0.16

8 0.

539

0.38

8 11

.715

6.

331

0.50

5 0.

286

2.51

2

DEL

AY7.

286

2.10

8 0.

036

0.30

6 5.

155

0.95

0 0.

120

0.02

7 0.

097

0.19

9 5.

227

0.48

0 0.

056

1.68

8 0.

614

TOTA

L18

.203

19

.023

0.

199

0.79

9 39

.638

4.

361

0.50

8 0.

195

0.63

6 0.

587

16.9

43

6.81

2 0.

561

1.97

4 3.

126

XBAN

D +

LL

WAS

SA

FETY

11.0

28

16.6

19

0.30

8 0.

946

34.5

20

5.57

4 0.

368

0.32

9 0.

537

0.72

7 11

.760

8.

295

0.52

6 0.

541

2.51

1

DEL

AY7.

280

2.12

2 0.

050

0.44

1 5.

337

1.13

4 0.

114

0.04

7 0.

101

0.26

5 5.

255

0.61

7 0.

065

2.36

1 0.

622

TOTA

L18

.308

18

.741

0.

359

1.38

7 39

.856

6.

708

0.48

2 0.

376

0.63

8 0.

993

17.0

15

8.91

3 0.

591

2.90

2 3.

132

TDW

R +

N

EXR

AD

SAFE

TY11

.038

16

.890

N

/ A0.

000

34.4

63

5.64

9 N

/AN

/AN

/AN

/A11

.726

8.

421

0.44

7 0.

000

2.50

3

DEL

AY7.

287

2.11

5 N

/A0.

000

5.30

2 1.

130

N/A

N/A

N/A

N/A

5.25

8 0.

608

0.04

0 0.

000

0.61

4 TO

TAL

18.3

25

19.0

05

N/A

0.00

0 39

.765

6.

780

N/A

N/A

N/A

N/A

16.9

85

9.02

9 0.

487

0.00

0 3.

116

TDW

R +

N

EXR

AD +

LL

WAS

SA

FETY

11.1

46

17.0

55

N/A

0.43

4 34

.828

5.

728

N/A

N/A

N/A

N/A

11.8

60

8.48

8 0.

493

0.25

6 2.

530

DEL

AY7.

287

2.11

5 N

/A0.

000

5.30

2 1.

130

N/A

N/A

N/A

N/A

5.25

8 0.

608

0.04

0 0.

000

0.61

4 TO

TAL

18.4

33

19.1

70

N/A

0.43

4 40

.129

6.

859

N/A

N/A

N/A

N/A

17.1

18

9.09

6 0.

533

0.25

6 3.

144

WSP

+

NEX

RAD

SA

FETY

10.5

89

16.7

14

N/A

0.40

5 34

.140

4.

595

N/A

N/A

N/A

0.64

7 11

.513

8.

145

0.44

7 0.

469

2.48

5

DEL

AY7.

286

2.07

5 N

/A0.

254

4.85

1 0.

916

N/A

N/A

N/A

0.21

1 5.

227

0.50

5 0.

040

1.92

8 0.

610

TOTA

L17

.874

18

.789

N

/A0.

660

38.9

91

5.51

2 N

/AN

/AN

/A0.

858

16.7

41

8.65

0 0.

487

2.39

7 3.

095

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

10.9

17

16.9

49

N/A

0.66

5 34

.530

5.

139

N/A

N/A

N/A

0.69

2 11

.749

8.

255

0.49

3 0.

512

2.52

1

DEL

AY7.

286

2.07

5 N

/A0.

254

4.85

1 0.

916

N/A

N/A

N/A

0.21

1 5.

227

0.50

5 0.

040

1.92

8 0.

610

TOTA

L18

.202

19

.024

N

/A0.

919

39.3

81

6.05

6 N

/AN

/AN

/A0.

904

16.9

76

8.76

1 0.

533

2.44

0 3.

131

141

Site

OM

AO

NT

OR

DO

RF

OR

LPB

IPD

KPD

XPH

FPH

LPH

XPI

API

EPI

TPN

SPV

D

Type

LLW

ASW

SPTD

WR

-LL

WAS

WSP

NoW

STD

WR

NoW

SW

SPN

oWS

TDW

RTD

WR

LLW

ASN

oWS

TDW

RLL

WAS

LLW

AS

RAW

SA

FETY

6.23

5 5.

434

200.

647

3.76

7 1.

308

23.5

02

1.28

9 6.

466

1.17

9 28

.414

49

.283

0.

703

5.39

8 8.

826

3.79

1 2.

728

PILO

T SA

FETY

4.89

1 3.

715

157.

589

2.86

4 0.

929

16.2

16

0.94

7 5.

161

0.91

4 22

.501

35

.202

0.

545

3.69

3 6.

780

2.58

2 2.

207

PWS

SAFE

TY2.

459

1.70

2 68

.858

1.

232

0.92

9 6.

814

0.94

6 2.

314

0.52

6 9.

860

13.7

76

0.33

4 2.

139

3.19

3 1.

413

0.98

8

CU

RR

ENT

SAFE

TY1.

038

1.35

9 61

.708

0.

791

0.00

0 6.

022

0.00

0 1.

831

0.00

0 8.

521

11.6

81

0.14

6 0.

000

2.88

1 0.

584

0.47

4

DEL

AY0.

007

0.54

0 12

.229

0.

307

0.00

0 1.

065

0.00

0 0.

848

0.00

0 5.

369

2.45

8 0.

001

0.00

0 0.

493

0.00

5 0.

015

TOTA

L1.

045

1.89

9 73

.936

1.

098

0.00

0 7.

086

0.00

0 2.

679

0.00

0 13

.890

14

.139

0.

147

0.00

0 3.

374

0.58

8 0.

490

UPG

RAD

ED

SAFE

TY1.

038

1.49

2 67

.774

0.

983

0.00

0 6.

408

0.00

0 2.

055

0.00

0 9.

123

12.4

49

0.14

6 0.

000

3.09

3 0.

584

0.47

4

DEL

AY0.

007

0.62

2 14

.084

0.

605

0.00

0 1.

215

0.00

0 0.

925

0.00

0 6.

207

2.90

7 0.

001

0.00

0 0.

579

0.00

5 0.

015

TOTA

L1.

045

2.11

5 81

.857

1.

589

0.00

0 7.

623

0.00

0 2.

980

0.00

0 15

.330

15

.356

0.

147

0.00

0 3.

671

0.58

8 0.

490

TDW

R

SAFE

TYN

/AN

/A66

.057

N

/A0.

880

6.40

8 0.

921

N/A

0.00

0 9.

123

12.4

49

N/A

2.04

9 3.

093

N/A

N/A

DEL

AYN

/AN

/A14

.084

N

/A0.

285

1.21

5 0.

394

N/A

0.00

0 6.

207

2.90

7 N

/A0.

452

0.57

9 N

/AN

/ATO

TAL

N/A

N/A

80.1

41

N/A

1.16

5 7.

623

1.31

5 N

/A0.

000

15.3

30

15.3

56

N/A

2.50

2 3.

671

N/A

N/A

WSP

SA

FETY

N/A

1.49

2 55

.470

0.

983

0.42

0 0.

000

0.04

4 2.

055

0.00

2 7.

442

11.8

00

N/A

1.01

6 2.

705

N/A

N/A

DEL

AYN

/A0.

622

10.1

05

0.60

5 0.

115

0.00

0 0.

040

0.92

5 0.

006

4.07

4 2.

858

N/A

0.21

9 0.

476

N/A

N/A

TOTA

LN

/A2.

115

65.5

75

1.58

9 0.

534

0.00

0 0.

084

2.98

0 0.

008

11.5

16

14.6

58

N/A

1.23

5 3.

181

N/A

N/A

NEX

RAD

SA

FETY

2.20

0 0.

000

51.7

65

0.00

5 0.

001

0.00

0 0.

709

0.00

0 0.

444

0.05

2 12

.996

0.

082

2.08

0 3.

097

0.00

0 0.

888

DEL

AY0.

505

0.00

0 14

.383

0.

049

0.00

2 0.

000

0.22

9 0.

000

0.42

4 0.

380

4.47

4 0.

030

0.48

5 0.

572

0.00

0 0.

960

TOTA

L2.

705

0.00

0 66

.148

0.

055

0.00

3 0.

000

0.93

8 0.

000

0.86

8 0.

432

17.4

70

0.11

2 2.

565

3.66

9 0.

000

1.84

8 XB

AND

SA

FETY

2.24

2 1.

551

63.0

84

1.08

6 0.

852

6.46

3 0.

889

1.74

9 0.

452

8.74

1 12

.526

0.

304

2.01

9 0.

630

1.31

9 0.

939

DEL

AY0.

365

0.68

3 13

.578

0.

948

0.26

0 1.

159

0.37

7 0.

433

0.44

9 5.

741

3.16

2 0.

071

0.42

6 0.

166

0.30

7 0.

954

TOTA

L2.

608

2.23

4 76

.662

2.

034

1.11

2 7.

622

1.26

6 2.

181

0.90

0 14

.482

15

.688

0.

375

2.44

5 0.

796

1.62

6 1.

894

LID

AR

SAFE

TY0.

816

0.60

1 27

.578

0.

404

0.16

8 0.

988

0.20

4 0.

573

0.16

7 3.

800

3.01

6 0.

132

0.37

2 1.

144

0.29

2 0.

435

DEL

AY0.

247

0.49

2 10

.450

0.

682

0.15

4 0.

649

0.22

4 0.

348

0.32

4 4.

677

2.13

8 0.

050

0.25

7 0.

128

0.17

0 0.

683

TOTA

L1.

063

1.09

3 38

.028

1.

086

0.32

2 1.

638

0.42

8 0.

920

0.49

1 8.

477

5.15

3 0.

182

0.62

9 1.

272

0.46

2 1.

118

LLW

AS

SAFE

TY1.

038

0.75

0 47

.693

0.

543

0.40

9 3.

002

0.41

7 1.

020

0.23

2 4.

344

6.07

0 0.

146

0.94

3 1.

407

0.58

4 0.

474

DEL

AY0.

007

0.01

5 1.

303

0.01

6 0.

004

0.01

9 0.

006

0.01

9 0.

008

0.10

1 0.

070

0.00

1 0.

007

0.00

9 0.

005

0.01

5 TO

TAL

1.04

5 0.

765

48.9

96

0.55

9 0.

414

3.02

1 0.

423

1.03

8 0.

240

4.44

5 6.

140

0.14

7 0.

950

1.41

5 0.

588

0.49

0 TD

WR

+

LID

AR

SAFE

TYN

/AN

/A66

.991

N

/A0.

892

6.51

7 0.

923

N/A

0.16

7 9.

514

12.8

79

N/A

2.07

0 3.

116

N/A

N/A

DEL

AYN

/AN

/A14

.423

N

/A0.

294

1.27

0 0.

400

N/A

0.32

4 6.

713

3.64

8 N

/A0.

475

0.57

9 N

/AN

/ATO

TAL

N/A

N/A

81.4

14

N/A

1.18

6 7.

787

1.32

2 N

/A0.

491

16.2

27

16.5

27

N/A

2.54

5 3.

695

N/A

N/A

WSP

+

LID

AR

SAFE

TYN

/A1.

617

64.9

74

1.15

7 0.

568

0.98

8 0.

245

2.17

1 0.

168

9.25

8 12

.650

N

/A1.

333

3.01

3 N

/AN

/A

DEL

AYN

/A0.

802

13.4

68

0.92

3 0.

212

0.64

9 0.

256

1.01

1 0.

331

6.17

0 3.

813

N/A

0.35

7 0.

492

N/A

N/A

TOTA

LN

/A2.

420

78.4

42

2.08

0 0.

779

1.63

8 0.

501

3.18

2 0.

499

15.4

28

16.4

63

N/A

1.69

0 3.

505

N/A

N/A

NEX

RAD

+

LID

AR

SAFE

TY2.

383

0.60

1 62

.781

0.

409

0.16

9 0.

988

0.80

8 0.

573

0.50

6 3.

840

13.3

80

0.20

2 2.

089

3.10

7 0.

292

0.96

1

DEL

AY0.

505

0.49

2 14

.514

0.

732

0.15

6 0.

649

0.31

9 0.

348

0.46

3 4.

972

4.68

0 0.

062

0.48

6 0.

574

0.17

0 0.

963

142

Site

OM

AO

NT

OR

DO

RF

OR

LPB

IPD

KPD

XPH

FPH

LPH

XPI

API

EPI

TPN

SPV

D

Type

LLW

ASW

SPTD

WR

-LL

WAS

WSP

NoW

STD

WR

NoW

SW

SPN

oWS

TDW

RTD

WR

LLW

ASN

oWS

TDW

RLL

WAS

LLW

AS

TOTA

L2.

888

1.09

3 77

.295

1.

141

0.32

5 1.

638

1.12

7 0.

920

0.96

9 8.

812

18.0

60

0.26

4 2.

575

3.68

1 0.

462

1.92

5 XB

AND

+

LID

AR

SAFE

TY2.

291

1.60

9 66

.293

1.

179

0.88

6 6.

562

0.91

1 1.

873

0.50

4 9.

481

12.9

23

0.32

2 2.

058

1.52

6 1.

334

0.95

6

DEL

AY0.

377

0.80

6 14

.400

1.

075

0.28

9 1.

263

0.40

1 0.

621

0.51

3 6.

642

3.85

5 0.

075

0.46

9 0.

254

0.30

9 0.

963

TOTA

L2.

668

2.41

6 80

.693

2.

254

1.17

5 7.

825

1.31

2 2.

494

1.01

7 16

.123

16

.778

0.

397

2.52

7 1.

780

1.64

3 1.

919

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

N/A

N/A

67.2

31

N/A

0.89

2 6.

517

0.92

4 N

/A0.

506

9.51

7 13

.437

N

/A2.

089

3.11

8 N

/AN

/A

DEL

AYN

/AN

/A14

.514

N

/A0.

294

1.27

0 0.

404

N/A

0.46

3 6.

738

4.71

6 N

/A0.

488

0.58

0 N

/AN

/ATO

TAL

N/A

N/A

81.7

45

N/A

1.18

6 7.

787

1.32

8 N

/A0.

969

16.2

56

18.1

53

N/A

2.57

7 3.

698

N/A

N/A

WSP

+

NEX

RAD

+

LID

AR

SAFE

TY

N/A

1.61

7 66

.109

1.

159

0.56

8 0.

988

0.80

8 2.

171

0.50

7 9.

283

13.4

36

N/A

2.08

9 3.

115

N/A

N/A

DEL

AYN

/A0.

802

14.5

14

0.94

3 0.

212

0.64

9 0.

320

1.01

1 0.

468

6.35

4 4.

725

N/A

0.48

7 0.

577

N/A

N/A

TOTA

LN

/A2.

420

80.6

23

2.10

2 0.

779

1.63

8 1.

128

3.18

2 0.

975

15.6

37

18.1

61

N/A

2.57

7 3.

692

N/A

N/A

TDW

R +

LL

WAS

SA

FETY

N/A

N/A

67.7

74

N/A

0.90

0 6.

572

0.92

9 N

/A0.

232

9.41

7 12

.814

N

/A2.

081

3.13

4 N

/AN

/A

DEL

AYN

/AN

/A14

.084

N

/A0.

285

1.21

5 0.

394

N/A

0.00

0 6.

207

2.90

7 N

/A0.

452

0.57

9 N

/AN

/ATO

TAL

N/A

N/A

81.8

57

N/A

1.18

5 7.

787

1.32

4 N

/A0.

232

15.6

24

15.7

21

N/A

2.53

3 3.

712

N/A

N/A

WSP

+

LLW

AS

SAFE

TYN

/A1.

5 62

63.8

74

1.07

7 0.

640

3.00

5 0.

444

2.14

7 0.

234

8.41

7 12

.477

N

/A1.

506

2.90

9 N

/AN

/A

DEL

AYN

/A0.

622

10.1

05

0.60

5 0.

115

0.00

0 0.

040

0.92

5 0.

006

4.07

4 2.

858

N/A

0.21

9 0.

476

N/A

N/A

TOTA

LN

/A2.

184

73.9

79

1.68

2 0.

755

3.00

5 0.

484

3.07

2 0.

240

12.4

91

15.3

35

N/A

1.72

5 3.

386

N/A

N/A

NEX

RAD

+

LLW

AS

SAFE

TY2.

312

0.83

1 64

.510

0.

621

0.45

6 3.

331

0.82

4 1.

081

0.48

2 5.

029

13.3

60

0.20

9 2.

103

3.13

5 0.

687

0.93

5

DEL

AY0.

505

0.49

2 14

.514

0.

732

0.15

6 0.

649

0.31

9 0.

348

0.46

3 4.

972

4.68

0 0.

062

0.48

6 0.

574

0.17

0 0.

963

TOTA

L2.

817

1.32

3 79

.024

1.

353

0.61

2 3.

980

1.14

3 1.

428

0.94

5 10

.001

18

.040

0.

271

2.59

0 3.

709

0.85

7 1.

898

XBAN

D +

LL

WAS

SA

FETY

2.30

9 1.

617

67.2

60

1.16

0 0.

891

6.63

8 0.

917

1.98

2 0.

489

9.31

5 13

.077

0.

318

2.07

8 1.

818

1.35

3 0.

961

DEL

AY0.

377

0.80

6 14

.400

1.

075

0.28

9 1.

263

0.40

1 0.

621

0.51

3 6.

642

3.85

5 0.

075

0.46

9 0.

254

0.30

9 0.

963

TOTA

L2.

686

2.42

3 81

.659

2.

235

1.18

0 7.

901

1.31

8 2.

602

1.00

2 15

.957

16

.932

0.

393

2.54

7 2.

072

1.66

2 1.

924

TDW

R +

N

EXR

AD

SAFE

TYN

/AN

/A66

.501

N

/A0.

880

6.40

8 0.

923

N/A

0.44

4 9.

126

13.2

94

N/A

2.08

8 3.

116

N/A

N/A

DEL

AYN

/AN

/A14

.504

N

/A0.

285

1.21

5 0.

403

N/A

0.42

4 6.

234

4.61

0 N

/A0.

487

0.58

0 N

/AN

/ATO

TAL

N/A

N/A

81.0

04

N/A

1.16

5 7.

623

1.32

6 N

/A0.

868

15.3

60

17.9

04

N/A

2.57

5 3.

696

N/A

N/A

TDW

R +

N

EXR

AD +

LL

WAS

SA

FETY

N/A

N/A

68.0

25

N/A

0.90

0 6.

572

0.93

1 N

/A0.

479

9.42

1 13

.474

N

/A2.

107

3.14

6 N

/AN

/A

DEL

AYN

/AN

/A14

.504

N

/A0.

285

1.21

5 0.

403

N/A

0.42

4 6.

234

4.61

0 N

/A0.

487

0.58

0 N

/AN

/ATO

TAL

N/A

N/A

82.5

29

N/A

1.18

5 7.

787

1.33

4 N

/A0.

903

15.6

55

18.0

84

N/A

2.59

5 3.

725

N/A

N/A

WSP

+

NEX

RAD

SA

FETY

N/A

1.49

2 59

.123

0.

986

0.42

0 0.

000

0.70

9 2.

055

0.44

4 7.

475

13.1

37

N/A

2.08

0 3.

109

N/A

N/A

DEL

AYN

/A0.

622

14.3

86

0.63

1 0.

115

0.00

0 0.

229

0.92

5 0.

425

4.31

7 4.

640

N/A

0.48

6 0.

577

N/A

N/A

TOTA

LN

/A2.

115

73.5

09

1.61

8 0.

534

0.00

0 0.

938

2.98

0 0.

870

11.7

92

17.7

77

N/A

2.56

6 3.

685

N/A

N/A

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

1.56

2 66

.218

1.

079

0.64

0 3.

005

0.80

4 2.

147

0.47

9 8.

450

13.3

98

N/A

2.10

3 3.

141

N/A

N/A

DEL

AYN

/A0.

622

14.3

86

0.63

1 0.

115

0.00

0 0.

229

0.92

5 0.

425

4.31

7 4.

640

N/A

0.48

6 0.

577

N/A

N/A

TOTA

LN

/A2.

184

80.6

04

1.71

1 0.

755

3.00

5 1.

033

3.07

2 0.

904

12.7

67

18.0

37

N/A

2.58

9 3.

718

N/A

N/A

143

Site

PWM

RD

UR

ICR

NO

RO

AR

OC

RST

RSW

SAN

SAT

SAV

SBN

SDF

SEA

SFB

SFO

Type

NoW

STD

WR

WSP

NoW

SLL

WAS

WSP

LLW

ASLL

WAS

NoW

SW

SPLL

WAS

NoW

STD

WR

WSP

NoW

SLL

WAS

RAW

SA

FETY

0.88

7 11

.988

3.

462

12.5

57

0.64

3 2.

799

0.31

4 15

.701

4.

581

12.8

35

3.96

5 0.

927

14.6

40

5.86

8 6.

983

1.88

9

PILO

T SA

FETY

0.73

3 8.

883

2.65

0 8.

561

0.47

7 2.

253

0.25

0 11

.889

3.

005

9.25

8 2.

875

0.74

8 11

.379

4.

711

4.94

9 1.

441

PWS

SAFE

TY0.

402

4.24

3 1.

413

4.14

2 0.

356

1.13

6 0.

169

4.41

2 1.

308

3.91

8 1.

434

0.50

8 5.

016

2.09

5 2.

999

0.67

2

CU

RR

ENT

SAFE

TY0.

000

3.82

9 0.

927

0.00

0 0.

170

1.02

4 0.

066

1.92

2 0.

000

3.44

8 0.

662

0.00

0 4.

539

1.58

5 0.

000

0.33

2

DEL

AY0.

000

0.72

6 0.

164

0.00

0 0.

003

0.36

5 0.

002

0.01

2 0.

000

0.97

8 0.

004

0.00

0 1.

078

2.66

9 0.

000

0.06

6 TO

TAL

0.00

0 4.

555

1.09

1 0.

000

0.17

3 1.

389

0.06

8 1.

933

0.00

0 4.

425

0.66

6 0.

000

5.61

6 4.

253

0.00

0 0.

398

UPG

RAD

ED

SAFE

TY0.

000

4.10

7 1.

129

0.00

0 0.

170

1.04

0 0.

066

1.92

2 0.

000

3.53

4 0.

662

0.00

0 4.

858

1.79

1 0.

000

0.33

2

DEL

AY0.

000

0.84

3 0.

229

0.00

0 0.

003

0.37

0 0.

002

0.01

2 0.

000

1.01

9 0.

004

0.00

0 1.

254

2.97

1 0.

000

0.06

6 TO

TAL

0.00

0 4.

950

1.35

8 0.

000

0.17

3 1.

410

0.06

8 1.

933

0.00

0 4.

552

0.66

6 0.

000

6.11

2 4.

762

0.00

0 0.

398

TDW

R

SAFE

TY0.

000

4.10

7 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

000

4.85

8 N

/A2.

882

N/A

DEL

AY0.

000

0.84

3 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

000

1.25

4 N

/A0.

678

N/A

TOTA

L0.

000

4.95

0 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

000

6.11

2 N

/A3.

560

N/A

WSP

SA

FETY

0.01

2 3.

588

1.12

9 0.

000

N/A

1.04

0 N

/AN

/A0.

160

3.53

4 N

/A0.

000

3.98

1 1.

791

0.00

1 N

/A

DEL

AY0.

063

0.59

8 0.

229

0.00

0 N

/A0.

370

N/A

N/A

0.58

0 1.

019

N/A

0.00

0 0.

811

2.97

1 0.

002

N/A

TOTA

L0.

075

4.18

6 1.

358

0.00

0 N

/A1.

410

N/A

N/A

0.74

1 4.

552

N/A

0.00

0 4.

792

4.76

2 0.

003

N/A

NEX

RAD

SA

FETY

0.27

2 3.

834

0.59

8 0.

000

0.00

0 0.

000

0.00

0 0.

000

0.00

0 3.

516

0.25

7 0.

007

4.74

9 0.

000

0.00

0 0.

000

DEL

AY0.

223

0.78

0 0.

176

0.00

0 0.

000

0.00

0 0.

000

0.00

0 0.

000

1.23

5 0.

099

0.01

7 1.

208

0.00

0 0.

000

0.00

0 TO

TAL

0.49

5 4.

614

0.77

4 0.

000

0.00

0 0.

000

0.00

0 0.

000

0.00

0 4.

751

0.35

6 0.

024

5.95

7 0.

000

0.00

0 0.

000

XBAN

D

SAFE

TY0.

383

3.68

0 1.

221

2.49

6 0.

270

1.08

5 0.

161

4.19

4 1.

122

3.75

0 1.

272

0.47

0 4.

401

1.94

4 2.

821

0.50

8

DEL

AY0.

222

0.80

7 0.

319

0.38

0 0.

063

0.43

1 0.

158

1.70

5 1.

154

1.23

6 0.

193

0.10

5 1.

050

3.45

6 0.

626

1.99

5 TO

TAL

0.60

5 4.

487

1.54

0 2.

877

0.33

3 1.

517

0.31

9 5.

899

2.27

6 4.

986

1.46

5 0.

575

5.45

2 5.

400

3.44

7 2.

503

LID

AR

SAFE

TY0.

198

1.19

6 0.

465

2.53

1 0.

093

0.38

5 0.

055

0.69

5 0.

373

1.23

9 0.

273

0.20

0 1.

646

0.85

4 0.

470

0.27

0

DEL

AY0.

166

0.52

3 0.

248

0.46

4 0.

054

0.28

0 0.

101

0.87

0 0.

771

0.77

4 0.

138

0.07

7 0.

790

2.45

5 0.

401

1.61

4 TO

TAL

0.36

4 1.

719

0.71

3 2.

995

0.14

7 0.

665

0.15

6 1.

565

1.14

4 2.

013

0.41

1 0.

277

2.43

6 3.

309

0.87

0 1.

885

LLW

AS

SAFE

TY0.

177

1.86

9 0.

623

1.82

5 0.

170

0.50

0 0.

066

1.92

2 0.

576

1.72

6 0.

662

0.22

4 2.

210

0.92

3 1.

321

0.33

2

DEL

AY0.

003

0.01

3 0.

006

0.03

3 0.

003

0.00

6 0.

002

0.01

2 0.

031

0.01

8 0.

004

0.00

2 0.

019

0.05

8 0.

012

0.06

6 TO

TAL

0.18

0 1.

882

0.62

8 1.

858

0.17

3 0.

507

0.06

8 1.

933

0.60

7 1.

745

0.66

6 0.

225

2.22

9 0.

981

1.33

3 0.

398

TDW

R +

LI

DAR

SA

FETY

0.19

8 4.

133

N/A

2.53

1 N

/AN

/AN

/AN

/A0.

373

N/A

N/A

0.20

0 4.

887

N/A

2.89

7 N

/A

DEL

AY0.

166

0.86

3 N

/A0.

464

N/A

N/A

N/A

N/A

0.77

1 N

/AN

/A0.

077

1.27

9 N

/A0.

692

N/A

TOTA

L0.

364

4.99

6 N

/A2.

995

N/A

N/A

N/A

N/A

1.14

4 N

/AN

/A0.

277

6.16

7 N

/A3.

589

N/A

WSP

+

LID

AR

SAFE

TY0.

201

4.04

0 1.

331

2.53

1 N

/A1.

098

N/A

N/A

0.53

7 3.

776

N/A

0.20

0 4.

705

1.99

5 0.

470

N/A

DEL

AY0.

186

0.77

6 0.

332

0.46

4 N

/A0.

405

N/A

N/A

1.50

5 1.

152

N/A

0.07

7 1.

138

3.53

5 0.

402

N/A

TOTA

L0.

387

4.81

6 1.

662

2.99

5 N

/A1.

503

N/A

N/A

2.04

2 4.

928

N/A

0.27

7 5.

843

5.53

0 0.

871

N/A

NEX

RAD

+

LID

AR

SAFE

TY0.

386

4.02

3 0.

962

2.53

1 0.

093

0.38

5 0.

055

0.69

5 0.

373

3.82

4 0.

501

0.20

4 4.

889

0.85

4 0.

470

0.27

0

DEL

AY0.

223

0.84

0 0.

313

0.46

4 0.

054

0.28

0 0.

101

0.87

0 0.

771

1.25

0 0.

187

0.08

6 1.

265

2.45

5 0.

401

1.61

4

144

Site

PWM

RD

UR

ICR

NO

RO

AR

OC

RST

RSW

SAN

SAT

SAV

SBN

SDF

SEA

SFB

SFO

Type

NoW

STD

WR

WSP

NoW

SLL

WAS

WSP

LLW

ASLL

WAS

NoW

SW

SPLL

WAS

NoW

STD

WR

WSP

NoW

SLL

WAS

TOTA

L0.

609

4.86

3 1.

275

2.99

5 0.

147

0.66

5 0.

156

1.56

5 1.

144

5.07

5 0.

688

0.29

0 6.

154

3.30

9 0.

870

1.88

5 XB

AND

+

LID

AR

SAFE

TY0.

389

4.00

2 1.

352

3.46

3 0.

291

1.09

9 0.

163

4.22

4 1.

187

3.79

2 1.

361

0.49

1 4.

782

2.01

1 2.

879

0.57

3

DEL

AY0.

223

0.86

6 0.

372

0.59

2 0.

097

0.43

3 0.

160

1.72

7 1.

324

1.24

8 0.

237

0.11

2 1.

220

3.72

2 0.

728

2.63

4 TO

TAL

0.61

3 4.

868

1.72

4 4.

055

0.38

8 1.

532

0.32

3 5.

951

2.51

0 5.

041

1.59

9 0.

603

6.00

2 5.

733

3.60

7 3.

207

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

0.38

6 4.

141

N/A

2.53

1 N

/AN

/AN

/AN

/A0.

373

N/A

N/A

0.20

4 4.

900

N/A

2.89

7 N

/A

DEL

AY0.

223

0.87

2 N

/A0.

464

N/A

N/A

N/A

N/A

0.77

1 N

/AN

/A0.

086

1.28

8 N

/A0.

692

N/A

TOTA

L0.

609

5.01

3 N

/A2.

995

N/A

N/A

N/A

N/A

1.14

4 N

/AN

/A0.

290

6.18

8 N

/A3.

589

N/A

WSP

+

NEX

RAD

+

LID

AR

SAFE

TY

0.38

6 4.

131

1.35

7 2.

531

N/A

1.09

8 N

/AN

/A0.

537

3.82

7 N

/A0.

204

4.89

3 1.

995

0.47

0 N

/A

DEL

AY0.

223

0.86

2 0.

358

0.46

4 N

/A0.

405

N/A

N/A

1.50

5 1.

251

N/A

0.08

6 1.

275

3.53

5 0.

402

N/A

TOTA

L0.

609

4.99

3 1.

715

2.99

5 N

/A1.

503

N/A

N/A

2.04

2 5.

078

N/A

0.29

0 6.

168

5.53

0 0.

871

N/A

TDW

R +

LL

WAS

SA

FETY

0.17

7 4.

156

N/A

1.82

7 N

/AN

/AN

/AN

/A0.

577

N/A

N/A

0.22

4 4.

917

N/A

2.91

3 N

/A

DEL

AY0.

000

0.84

3 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

000

1.25

4 N

/A0.

678

N/A

TOTA

L0.

177

4.99

9 N

/A1.

827

N/A

N/A

N/A

N/A

0.57

7 N

/AN

/A0.

224

6.17

1 N

/A3.

591

N/A

WSP

+

LLW

AS

SAFE

TY0.

189

3.83

6 1.

238

1.82

7 N

/A1.

076

N/A

N/A

0.67

6 3.

678

N/A

0.22

4 4.

389

1.91

1 1.

324

N/A

DEL

AY0.

063

0.59

8 0.

229

0.00

0 N

/A0.

370

N/A

N/A

0.58

0 1.

019

N/A

0.00

0 0.

811

2.97

1 0.

002

N/A

TOTA

L0.

251

4.43

4 1.

467

1.82

7 N

/A1.

447

N/A

N/A

1.25

6 4.

697

N/A

0.22

4 5.

200

4.88

2 1.

325

N/A

NEX

RAD

+

LLW

AS

SAFE

TY0.

335

4.03

0 1.

005

1.90

9 0.

168

0.57

0 0.

085

2.15

7 0.

623

3.70

6 0.

835

0.26

0 4.

874

1.04

8 1.

468

0.32

3

DEL

AY0.

223

0.84

0 0.

313

0.46

4 0.

054

0.28

0 0.

101

0.87

0 0.

771

1.25

0 0.

187

0.08

6 1.

265

2.45

5 0.

401

1.61

4 TO

TAL

0.55

8 4.

870

1.31

8 2.

372

0.22

2 0.

850

0.18

6 3.

027

1.39

4 4.

956

1.02

2 0.

346

6.13

9 3.

504

1.86

9 1.

937

XBAN

D +

LL

WAS

SA

FETY

0.39

1 3.

957

1.31

8 3.

170

0.30

8 1.

107

0.16

5 4.

292

1.19

3 3.

824

1.35

4 0.

488

4.71

0 2.

015

2.91

0 0.

582

DEL

AY0.

223

0.86

6 0.

372

0.59

2 0.

097

0.43

3 0.

160

1.72

7 1.

324

1.24

8 0.

237

0.11

2 1.

220

3.72

2 0.

728

2.63

4 TO

TAL

0.61

5 4.

823

1.69

0 3.

762

0.40

5 1.

541

0.32

5 6.

020

2.51

6 5.

073

1.59

2 0.

600

5.93

0 5.

737

3.63

8 3.

215

TDW

R +

N

EXR

AD

SAFE

TY0.

272

4.12

5 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

007

4.88

2 N

/A2.

882

N/A

DEL

AY0.

223

0.86

6 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

017

1.28

1 N

/A0.

678

N/A

TOTA

L0.

495

4.99

1 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

024

6.16

3 N

/A3.

560

N/A

TDW

R +

N

EXR

AD +

LL

WAS

SA

FETY

0.33

5 4.

171

N/A

1.82

7 N

/AN

/AN

/AN

/A0.

577

N/A

N/A

0.23

1 4.

934

N/A

2.91

3 N

/A

DEL

AY0.

223

0.86

6 N

/A0.

000

N/A

N/A

N/A

N/A

0.00

0 N

/AN

/A0.

017

1.28

1 N

/A0.

678

N/A

TOTA

L0.

557

5.03

7 N

/A1.

827

N/ A

N/A

N/A

N/A

0.57

7 N

/AN

/A0.

248

6.21

5 N

/A3.

591

N/A

WSP

+

NEX

RAD

SA

FETY

0.27

2 3.

995

1.17

9 0.

000

N/A

1.04

0 N

/AN

/A0.

160

3.64

4 N

/A0.

007

4.76

8 1.

791

0.00

1 N

/A

DEL

AY0.

223

0.83

5 0.

297

0.00

0 N

/A0.

370

N/A

N/A

0.58

0 1.

236

N/A

0.01

7 1.

246

2.97

1 0.

002

N/A

TOTA

L0.

495

4.83

0 1.

476

0.00

0 N

/A1.

410

N/A

N/A

0.74

1 4.

879

N/A

0.02

4 6.

013

4.76

2 0.

003

N/A

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

0.33

5 4.

097

1.27

5 1.

827

N/A

1.07

6 N

/AN

/A0.

676

3.76

6 N

/A0.

231

4.86

9 1.

911

1.32

4 N

/A

DEL

AY0.

223

0.83

5 0.

297

0.00

0 N

/A0.

370

N/A

N/A

0.58

0 1.

236

N/A

0.01

7 1.

246

2.97

1 0.

002

N/A

TOTA

L0.

558

4.93

3 1.

572

1.82

7 N

/A1.

447

N/A

N/A

1.25

6 5.

002

N/A

0.24

8 6.

114

4.88

2 1.

325

N/A

145

Site

SGF

SHV

SJC

SJU

SLC

SMF

SNA

SPI

SRQ

STL

SUX

SYR

TLH

TOL

TPA

TRI

Type

LLW

ASLL

WAS

NoW

STD

WR

TDW

RN

oWS

NoW

SLL

WAS

WSP

TDW

R-

LLW

ASLL

WAS

WSP

LLW

ASW

SPTD

WR

-LL

WAS

LLW

AS

RAW

SA

FETY

1.34

4 1.

324

0.69

8 7.

293

49.8

61

2.07

2 1.

329

0.25

0 5.

195

26.5

54

0.08

1 1.

525

1.69

5 1.

280

92.6

95

0.64

3

PILO

T SA

FETY

1.01

7 0.

941

0.49

3 4.

947

35.5

91

1.54

8 0.

943

0.19

3 3.

572

19.6

59

0.06

4 1.

254

1.17

4 1.

016

63.3

08

0.48

8

PWS

SAFE

TY0.

673

0.64

7 0.

231

2.14

8 17

.397

0.

719

0.45

3 0.

188

1.79

5 8.

767

0.06

2 0.

651

0.81

7 0.

538

24.9

27

0.32

5

CU

RR

ENT

SAFE

TY0.

258

0.29

2 0.

000

1.92

4 14

.706

0.

000

0.00

0 0.

075

1.68

8 7.

920

0.03

3 0.

494

0.36

7 0.

343

22.1

75

0.14

3

DEL

AY0.

002

0.00

2 0.

000

0.47

8 3.

269

0.00

0 0.

000

0.00

1 0.

631

1.23

0 0.

001

0.25

2 0.

001

0.06

8 0.

834

0.00

1 TO

TAL

0.26

0 0.

294

0.00

0 2.

402

17.9

75

0.00

0 0.

000

0.07

6 2.

318

9.15

0 0.

033

0.74

6 0.

368

0.41

2 23

.009

0.

144

UPG

RAD

ED

SAFE

TY0.

258

0.29

2 0.

000

2.05

2 15

.711

0.

000

0.00

0 0.

075

1.71

2 8.

592

0.03

3 0.

540

0.36

7 0.

417

24.1

64

0.14

3

DEL

AY0.

002

0.00

2 0.

000

0.54

9 3.

788

0.00

0 0.

000

0.00

1 0.

656

1.44

0 0.

001

0.27

3 0.

001

0.09

6 0.

945

0.00

1 TO

TAL

0.26

0 0.

294

0.00

0 2.

602

19.4

99

0.00

0 0.

000

0.07

6 2.

368

10.0

32

0.03

3 0.

812

0.36

8 0.

513

25.1

09

0.14

4 TD

WR

SA

FETY

N/A

N/A

0.00

0 2.

052

15.7

11

0.00

0 0.

000

N/A

N/A

8.49

3 N

/AN

/AN

/AN

/A23

.577

N

/A

DEL

AYN

/AN

/A0.

000

0.54

9 3.

788

0.00

0 0.

000

N/A

N/A

1.44

0 N

/AN

/AN

/AN

/A0.

945

N/A

TOTA

LN

/AN

/A0.

000

2.60

2 19

.499

0.

000

0.00

0 N

/AN

/A9.

933

N/A

N/A

N/A

N/A

24.5

22

N/A

WSP

SA

FETY

N/A

N/A

0.12

2 0.

000

12.5

90

0.15

3 0.

080

N/A

1.71

2 7.

796

N/A

0.54

0 N

/A0.

417

23.5

97

N/A

DEL

AYN

/AN

/A0.

657

0.00

0 3.

219

0.40

0 0.

717

N/A

0.65

6 1.

231

N/A

0.27

3 N

/A0.

096

0.88

5 N

/ATO

TAL

N/A

N/A

0.77

9 0.

000

15.8

09

0.55

3 0.

796

N/A

2.36

8 9.

026

N/A

0.81

2 N

/A0.

513

24.4

82

N/A

NEX

RAD

SA

FETY

0.64

3 0.

611

0.00

0 0.

000

0.00

0 0.

682

0.00

0 0.

118

1.74

2 8.

386

0.00

0 0.

000

0.73

2 0.

000

24.2

43

0.00

0

DEL

AY0.

119

0.11

1 0.

000

0.00

0 0.

000

1.04

4 0.

000

0.05

5 0.

769

1.44

1 0.

000

0.00

0 0.

065

0.00

0 1.

036

0.00

0 TO

TAL

0.76

2 0.

722

0.00

0 0.

000

0.00

0 1.

725

0.00

0 0.

174

2.51

1 9.

828

0.00

0 0.

000

0.79

8 0.

000

25.2

78

0.00

0 XB

AND

SA

FETY

0.63

8 0.

602

0.19

7 1.

975

15.2

10

0.68

3 0.

385

0.18

0 1.

724

8.36

3 0.

056

0.59

4 0.

730

0.46

9 24

.049

0.

242

DEL

AY0.

132

0.13

0 0.

996

0.48

0 4.

048

1.09

3 1.

729

0.05

7 0.

762

1.44

5 0.

031

0.33

6 0.

083

0.12

9 1.

036

0.03

6 TO

TAL

0.77

0 0.

732

1.19

3 2.

455

19.2

58

1.77

6 2.

114

0.23

7 2.

486

9.80

8 0.

088

0.93

0 0.

813

0.59

8 25

.085

0.

278

LID

AR

SAFE

TY0.

197

0.17

0 0.

106

0.47

4 8.

641

0.28

2 0.

222

0.08

1 0.

386

2.67

4 0.

024

0.27

4 0.

179

0.24

4 3.

966

0.07

5

DEL

AY0.

081

0.07

7 1.

038

0.32

2 3.

723

0.77

8 1.

537

0.04

1 0.

421

0.90

6 0.

022

0.24

9 0.

056

0.10

2 0.

547

0.02

2 TO

TAL

0.27

8 0.

247

1.14

4 0.

796

12.3

64

1.06

0 1.

759

0.12

2 0.

806

3.58

0 0.

047

0.52

4 0.

235

0.34

6 4.

513

0.09

7 LL

WAS

SA

FETY

0.25

8 0.

292

0.10

2 0.

947

7.66

5 0.

317

0.20

0 0.

075

0.79

1 3.

523

0.03

3 0.

287

0.36

7 0.

237

13.6

36

0.14

3

DEL

AY0.

002

0.00

2 0.

025

0.00

9 0.

082

0.01

7 0.

037

0.00

1 0.

011

0.04

7 0.

001

0.00

5 0.

001

0.00

2 0.

049

0.00

1 TO

TAL

0.26

0 0.

294

0.12

7 0.

956

7.74

7 0.

334

0.23

7 0.

076

0.80

2 3.

570

0.03

3 0.

292

0.36

8 0.

239

13.6

85

0.14

4 TD

WR

+

LID

AR

SAFE

TYN

/AN

/A0.

106

2.06

7 16

.632

0.

282

0.22

2 N

/AN

/A8.

532

N/A

N/A

N/A

N/A

23.9

47

N/A

DEL

AYN

/AN

/A1.

038

0.57

4 4.

999

0.77

8 1.

537

N/A

N/A

1.44

9 N

/AN

/AN

/AN

/A1.

014

N/A

TOTA

LN

/AN

/A1.

144

2.64

0 21

.631

1.

060

1.75

9 N

/AN

/A9.

981

N/A

N/A

N/A

N/A

24.9

61

N/A

WSP

+

LID

AR

SAFE

TYN

/AN

/A0.

186

0.47

4 16

.300

0.

416

0.28

7 N

/A1.

730

8.31

4 N

/A0.

627

N/A

0.51

7 23

.869

N

/A

DEL

AYN

/AN

/A1.

038

0.32

2 4.

558

0.91

3 1.

537

N/A

0.70

2 1.

355

N/A

0.33

4 N

/A0.

131

0.95

2 N

/ATO

TAL

N/A

N/A

1.22

4 0.

796

20.8

58

1.32

9 1.

823

N/A

2.43

2 9.

669

N/A

0.96

1 N

/A0.

648

24.8

21

N/A

NEX

RAD

+

LID

AR

SAFE

TY0.

652

0.62

1 0.

106

0.47

4 8.

641

0.69

6 0.

222

0.17

0 1.

754

8.54

5 0.

024

0.27

4 0.

769

0.24

4 24

.318

0.

075

DEL

AY0.

130

0.12

5 1.

038

0.32

2 3.

723

1.12

4 1.

537

0.05

6 0.

770

1.44

8 0.

022

0.24

9 0.

088

0.10

2 1.

043

0.02

2

146

Site

SGF

SHV

SJC

SJU

SLC

SMF

SNA

SPI

SRQ

STL

SUX

SYR

TLH

TOL

TPA

TRI

Type

LLW

ASLL

WAS

NoW

STD

WR

TDW

RN

oWS

NoW

SLL

WAS

WSP

TDW

R-

LLW

ASLL

WAS

WSP

LLW

ASW

SPTD

WR

-LL

WAS

LLW

AS

TOTA

L0.

782

0.74

6 1.

144

0.79

6 12

.364

1.

820

1.75

9 0.

226

2.52

4 9.

994

0.04

7 0.

524

0.85

7 0.

346

25.3

61

0.09

7 XB

AND

+

LID

AR

SAFE

TY0.

650

0.62

1 0.

217

2.03

1 16

.564

0.

697

0.43

2 0.

182

1.73

3 8.

463

0.06

0 0.

627

0.78

1 0.

516

24.1

51

0.26

3

DEL

AY0.

134

0.13

4 1.

285

0.55

8 4.

618

1.14

9 2.

200

0.05

8 0.

769

1.45

2 0.

033

0.35

2 0.

097

0.14

1 1.

050

0.04

8 TO

TAL

0.78

4 0.

755

1.50

2 2.

589

21.1

82

1.84

6 2.

632

0.24

0 2.

502

9.91

4 0.

092

0.97

9 0.

878

0.65

7 25

.200

0.

310

TDW

R +

N

EXR

AD +

LI

DAR

SA

FETY

N/A

N/A

0.10

6 2.

067

16.6

32

0.69

6 0.

222

N/A

N/A

8.56

4 N

/AN

/AN

/AN

/A24

.337

N

/A

DEL

AYN

/AN

/A1.

038

0.57

4 4.

999

1.12

4 1.

537

N/A

N/A

1.45

1 N

/AN

/AN

/AN

/A1.

050

N/A

TOTA

LN

/AN

/A1.

144

2.64

0 21

.631

1.

820

1.75

9 N

/AN

/A10

.016

N

/AN

/AN

/AN

/A25

.387

N

/AW

SP +

N

EXR

AD +

LI

DAR

SA

FETY

N/A

N/A

0.18

6 0.

474

16.3

00

0.69

7 0.

287

N/A

1.75

4 8.

563

N/A

0.62

7 N

/A0.

517

24.3

38

N/A

DEL

AYN

/AN

/A1.

038

0.32

2 4.

558

1.13

7 1.

537

N/A

0.77

0 1.

451

N/A

0.33

4 N

/A0.

131

1.04

9 N

/ATO

TAL

N/A

N/A

1.22

4 0.

796

20.8

58

1.83

4 1.

823

N/A

2.52

4 10

.014

N

/A0.

961

N/A

0.64

8 25

.387

N

/ATD

WR

+

LLW

AS

SAFE

TYN

/AN

/A0.

102

2.08

3 16

.238

0.

317

0.20

0 N

/AN

/A8.

592

N/A

N/A

N/A

N/A

24.1

64

N/A

DEL

AYN

/AN

/A0.

000

0.54

9 3.

788

0.00

0 0.

000

N/A

N/A

1.44

0 N

/AN

/AN

/AN

/A0.

945

N/A

TOTA

LN

/AN

/A0.

102

2.63

2 20

.026

0.

317

0.20

0 N

/AN

/A10

.032

N

/AN

/AN

/AN

/A25

.109

N

/AW

SP +

LL

WAS

SA

FETY

N/A

N/A

0.16

8 0.

947

14.5

63

0.40

7 0.

246

N/A

1.73

6 8.

148

N/A

0.58

5 N

/A0.

467

24.0

93

N/A

DEL

AYN

/AN

/A0.

657

0.00

0 3.

219

0.40

0 0.

717

N/A

0.65

6 1.

231

N/A

0.27

3 N

/A0.

096

0.88

5 N

/ATO

TAL

N/A

N/A

0.82

5 0.

947

17.7

81

0.80

7 0.

963

N/A

2.39

2 9.

379

N/A

0.85

8 N

/A0.

563

24.9

78

N/A

NEX

RAD

+

LLW

AS

SAFE

TY0.

657

0.62

8 0.

116

1.05

4 8.

782

0.69

9 0.

226

0.15

2 1.

764

8.53

6 0.

031

0.33

0 0.

776

0.27

4 24

.571

0.

155

DEL

AY0.

130

0.12

5 1.

038

0.32

2 3.

723

1.12

4 1.

537

0.05

6 0.

770

1.44

8 0.

022

0.24

9 0.

088

0.10

2 1.

043

0.02

2 TO

TAL

0.78

7 0.

753

1.15

4 1.

376

12.5

05

1.82

3 1.

763

0.20

8 2.

534

9.98

4 0.

054

0.58

0 0.

865

0.37

6 25

.615

0.

177

XBAN

D +

LL

WAS

SA

FETY

0.65

4 0.

623

0.21

3 2.

058

16.1

90

0.70

0 0.

418

0.18

4 1.

755

8.52

3 0.

059

0.62

1 0.

775

0.50

3 24

.507

0.

282

DEL

AY0.

134

0.13

4 1.

285

0.55

8 4.

618

1.14

9 2.

200

0.05

8 0.

769

1.45

2 0.

033

0.35

2 0.

097

0.14

1 1.

050

0.04

8 TO

TAL

0.78

7 0.

758

1.49

7 2.

617

20.8

08

1.84

9 2.

619

0.24

2 2.

524

9.97

5 0.

092

0.97

3 0.

873

0.64

4 25

.557

0.

330

TDW

R +

N

EXR

AD

SAFE

TYN

/AN

/A0.

000

2.05

2 15

.711

0.

682

0.00

0 N

/AN

/A8.

553

N/A

N/A

N/A

N/A

24.3

09

N/A

DEL

AYN

/AN

/A0.

000

0.54

9 3.

788

1.04

4 0.

000

N/A

N/A

1.45

0 N

/AN

/AN

/AN

/A1.

047

N/A

TOTA

LN

/AN

/A0.

000

2.60

2 19

.499

1.

725

0.00

0 N

/AN

/A10

.003

N

/AN

/AN

/AN

/A25

.356

N

/ATD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

N/A

0.10

2 2.

083

16.2

38

0.69

5 0.

200

N/A

N/A

8.62

8 N

/AN

/AN

/AN

/A24

.594

N

/A

DEL

AYN

/AN

/A0.

000

0.54

9 3.

788

1.04

4 0.

000

N/A

N/A

1.45

0 N

/AN

/AN

/AN

/A1.

047

N/A

TOTA

LN

/AN

/A0.

102

2.63

2 20

.026

1.

738

0.20

0 N

/AN

/A10

.078

N

/AN

/AN

/AN

/A25

.641

N

/AW

SP +

N

EXR

AD

SAFE

TYN

/AN

/A0.

122

0.00

0 12

.590

0.

684

0.08

0 N

/A1.

749

8.44

2 N

/A0.

540

N/A

0.41

7 24

.304

N

/A

DEL

AYN

/AN

/A0.

657

0.00

0 3.

219

1.08

1 0.

717

N/A

0.76

9 1.

449

N/A

0.27

3 N

/A0.

096

1.04

6 N

/ATO

TAL

N/A

N/A

0.77

9 0.

000

15.8

09

1.76

5 0.

796

N/A

2.51

8 9.

891

N/A

0.81

2 N

/A0.

513

25.3

50

N/A

WSP

+

NEX

RAD

+

LLW

AS

SAFE

TY

N/A

N/A

0.16

8 0.

947

14.5

63

0.69

7 0.

246

N/A

1.76

7 8.

565

N/A

0.58

5 N

/A0.

467

24.5

91

N/A

DEL

AYN

/AN

/A0.

657

0.00

0 3.

219

1.08

1 0.

717

N/A

0.76

9 1.

449

N/A

0.27

3 N

/A0.

096

1.04

6 N

/ATO

TAL

N/A

N/A

0.82

5 0.

947

17.7

81

1.77

8 0.

963

N/A

2.53

6 10

.014

N

/A0.

858

N/A

0.56

3 25

.638

N

/A

147

Site

TUL

TUS

TWF

TYS

TO

TALS

AN

NU

AL

Type

TDW

RW

SPN

oWS

WSP

2010

to

2032

RAW

SA

FETY

6.15

9 7.

918

0.27

2 1.

044

2775

.2

263.

4

PILO

T SA

FETY

4.67

6 5.

726

0.21

2 0.

771

2046

.4

194.

3

PWS

SAFE

TY2.

253

2.77

1 0.

201

0.52

4 89

7.3

85.2

CU

RR

ENT

SAFE

TY2.

037

2.15

8 0.

000

0.45

1 75

1.7

71.4

DEL

AY0.

389

0.74

0 0.

000

0.11

2 23

1.8

22.0

TO

TAL

2.42

6 2.

898

0.00

0 0.

563

983.

5 93

.4

UPG

RAD

ED

SAFE

TY2.

182

2.34

3 0.

000

0.47

7 81

2.1

77.1

DEL

AY0.

454

0.88

6 0.

000

0.12

0 26

8.5

25.5

TO

TAL

2.63

6 3.

230

0.00

0 0.

597

1080

.5

102.

6 TD

WR

SA

FETY

2.18

2 N

/A0.

000

N/A

737.

6 70

.0

DEL

AY0.

454

N/A

0.00

0 N

/A24

9.5

23.7

TO

TAL

2.63

6 N

/A0.

000

N/A

987.

1 93

.7

WSP

SA

FETY

1.96

4 2.

343

0.00

0 0.

477

682.

4 64

.8

DEL

AY0.

340

0.88

6 0.

000

0.12

0 21

4.7

20.4

TO

TAL

2.30

5 3.

230

0.00

0 0.

597

897.

0 85

.1

NEX

RAD

SA

FETY

2.16

9 0.

000

0.00

0 0.

000

540.

4 51

.3

DEL

AY0.

456

0.00

0 0.

000

0.00

0 13

3.3

12.7

TO

TAL

2.62

5 0.

000

0.00

0 0.

000

673.

8 64

.0

XBAN

D

SAFE

TY2.

086

2.60

8 0.

176

0.14

5 81

8.4

77.7

DEL

AY0.

432

1.30

3 0.

169

0.05

9 29

3.9

27.9

TO

TAL

2.51

8 3.

910

0.34

5 0.

204

1112

.2

105.

6 LI

DAR

SA

FETY

0.64

0 0.

598

0.15

6 0.

138

282.

4 26

.8

DEL

AY0.

285

0.79

8 0.

160

0.07

5 20

9.3

19.9

TO

TAL

0.92

5 1.

396

0.31

6 0.

213

491.

7 46

.7

LLW

AS

SAFE

TY0.

993

1.22

1 0.

088

0.23

1 47

8.3

45.4

DEL

AY0.

007

0.02

2 0.

003

0.00

2 9.

0 0.

9 TO

TAL

1.00

0 1.

243

0.09

2 0.

233

487.

3 46

.3

TDW

R +

LI

DAR

SA

FETY

2.19

6 N

/A0.

156

N/A

759.

4 72

.1

DEL

AY0.

464

N/A

0.16

0 N

/A27

0.0

25.6

TO

TAL

2.65

9 N

/A0.

316

N/A

1029

.4

97.7

W

SP +

LI

DAR

SA

FETY

2.15

7 2.

497

0.15

6 0.

503

787.

5 74

.7

DEL

AY0.

425

1.20

1 0.

160

0.13

8 27

8.9

26.5

TO

TAL

2.58

2 3.

699

0.31

6 0.

641

1066

.4

101.

2 N

EXR

AD +

LI

DAR

SA

FETY

2.19

9 0.

598

0.15

6 0.

138

670.

0 63

.6

DEL

AY0.

463

0.79

8 0.

160

0.07

5 26

0.8

24.8

148

Site

TUL

TUS

TWF

TYS

TO

TALS

AN

NU

AL

Type

TDW

RW

SPN

oWS

WSP

2010

to

2032

TOTA

L2.

662

1.39

6 0.

316

0.21

3 93

0.8

88.4

XB

AND

+

LID

AR

SAFE

TY2.

167

2.65

0 0.

194

0.25

3 85

3.2

81.0

DEL

AY0.

464

1.41

4 0.

202

0.11

1 31

3.4

29.8

TO

TAL

2.63

0 4.

065

0.39

5 0.

364

1166

.7

110.

7 TD

WR

+

NEX

RAD

+

LID

AR

SAFE

TY

2.20

1 N

/A0.

156

N/A

766.

7 72

.8

DEL

AY0.

467

N/A

0.16

0 N

/A27

3.5

26.0

TO

TAL

2.66

8 N

/A0.

316

N/A

1040

.2

98.7

W

SP +

N

EXR

AD +

LI

DAR

SA

FETY

2.20

0 2.

497

0.15

6 0.

503

817.

2 77

.6

DEL

AY0.

465

1.20

1 0.

160

0.13

8 29

4.3

27.9

TO

TAL

2.66

5 3.

699

0.31

6 0.

641

1111

.5

105.

5 TD

WR

+

LLW

AS

SAFE

TY2.

208

N/A

0.08

9 N

/A76

4.1

72.5

DEL

AY0.

454

N/A

0.00

0 N

/A24

9.5

23.7

TO

TAL

2.66

2 N

/A0.

089

N/A

1013

.6

96.2

W

SP +

LL

WAS

SA

FETY

2.07

2 2.

494

0.08

9 0.

493

774.

4 73

.5

DEL

AY0.

340

0.88

6 0.

000

0.12

0 21

4.7

20.4

TO

TAL

2.41

2 3.

381

0.08

9 0.

613

989.

1 93

.9

NEX

RAD

+

LLW

AS

SAFE

TY2.

205

1.36

4 0.

103

0.25

5 74

0.3

70.3

DEL

AY0.

463

0.79

8 0.

160

0.07

5 26

0.8

24.8

TO

TAL

2.66

8 2.

161

0.26

3 0.

330

1001

.2

95.0

XB

AND

+

LLW

AS

SAFE

TY2.

169

2.68

5 0.

189

0.33

1 86

0.6

81.7

DEL

AY0.

464

1.41

4 0.

202

0.11

1 31

3.4

29.8

TO

TAL

2.63

3 4.

099

0.39

0 0.

442

1174

.0

111.

4 TD

WR

+

NEX

RAD

SA

FETY

2.19

7 N

/A0.

000

N/A

749.

8 71

.2

DEL

AY0.

466

N/A

0.00

0 N

/A25

8.5

24.5

TO

TAL

2.66

4 N

/A0.

000

N/A

1008

.3

95.7

TD

WR

+

NEX

RAD

+

LLW

AS

SAFE

TY

2.21

9 N

/A0.

089

N/A

771.

3 73

.2

DEL

AY0.

466

N/A

0.00

0 N

/ A2 5

8.5

24.5

TO

TAL

2.68

5 N

/A0.

089

N/A

1029

.8

97.8

W

SP +

N

EXR

AD

SAFE

TY2.

172

2.34

3 0.

000

0.47

7 75

8.5

72.0

DEL

AY0.

462

0.88

6 0.

000

0.12

0 25

5.9

24.3

TO

TAL

2.63

4 3.

230

0.00

0 0.

597

1014

.4

96.3

W

SP +

N

EXR

AD +

LL

WAS

SA

FETY

2.20

5 2.

494

0.08

9 0.

493

808.

7 76

.8

DEL

AY0.

462

0.88

6 0.

000

0.12

0 25

5.9

24.3

TO

TAL

2.66

7 3.

381

0.08

9 0.

613

1064

.6

101.

1

149


APP

EN

DIX

E

NE

T P

RE

SEN

T V

AL

UE

BA

SED

ON

SA

FET

Y A

ND

DE

LA

Y B

Y S

ITE

AN

D S

YST

EM

(L

IFE

CY

CL

E 2

010–

32 F

Y08

$M)

ABE

ABQ

ADW

AGS

ALB

AMA

ASE

ATL

AUS

AVL

AVP

AZO

BD

LB

GM

BH

MB

IL

NoW

SW

SPTD

WR

LLW

ASW

SPN

oWS

NoW

STD

WR

&L

LWAS

WSP

LLW

ASN

oWS

NoW

SW

SPN

oWS

WSP

LLW

AS

TDW

RN

/AN

/A(2

.49)

N/A

N/A

N/A

N/A

95.4

8N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AW

SPN

/A7.

34(4

.04)

N/A

0.46

N/A

N/A

83.0

92.

62N

/AN

/AN

/A1.

57N

/A1.

47N

/AN

EXR

AD(0

.24)

8.29

(0.7

1)(0

.36)

(0.1

1)0.

51(0

.24)

98.4

60.

55(0

.36)

(0.2

4)(0

.21)

0.11

(0.1

6)2.

280.

90LI

DAR

(2.3

2)1.

17(3

.14)

(2.7

4)(1

.88)

(2.3

7)(2

.50)

43.1

6(0

.71)

(2.7

3)(2

.53)

(2.4

6)(1

.31)

(2.6

2)(1

.95)

(1.8

2)LL

WAS

(1.1

8)2.

79(1

.85)

(0.5

3)(0

.82)

(1.1

4)(1

.25)

52.7

90.

71(0

.53)

(1.2

5)(1

.29)

(0.2

6)(1

.35)

(0.2

1)(0

.00)

X-B

and

(5.7

2)2.

11(6

.82)

(6.3

1)(5

.00)

(5.6

0)(6

.22)

89.3

6(1

.81)

(6.3

3)(6

.12)

(6.0

4)(3

.96)

(6.2

7)(5

.11)

(5.4

5)TD

WR

&

NEX

RAD

N/A

N/A

(2.7

3)N

/AN

/AN

/AN

/A97

.10

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

(4.0

9)N

/AN

/AN

/AN

/A97

.58

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LI

DAR

N/A

N/A

(5.3

9)N

/AN

/AN

/AN

/A94

.57

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

(5.1

4)N

/AN

/AN

/AN

/A94

.00

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

&

NEX

RAD

N/A

N/A

(3.8

5)N

/AN

/AN

/AN

/A96

.37

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

&

LID

ARN

/A7.

75(4

.29)

N/A

0.22

N/A

N/A

95.3

22.

54N

/AN

/AN

/A1.

33N

/A1.

50N

/AW

SP &

LL

WAS

N/A

5.18

(6.7

0)N

/A(2

.06)

N/A

N/A

88.2

50.

65N

/AN

/AN

/A(0

.88)

N/A

(1.0

6)N

/AW

SP,

NEX

RAD

, LI

DAR

N/A

6.16

(5.4

1)N

/A(0

.85)

N/A

N/A

84.7

31.

67N

/AN

/AN

/A0.

29N

/A0.

19N

/AW

SP,

NEX

RAD

, LL

WAS

N/A

5.20

(6.9

4)N

/A(2

.30)

N/A

N/A

93.1

80.

51N

/AN

/AN

/A(1

.12)

N/A

(1.1

2)N

/AN

EXR

AD

& L

IDAR

N/A

6.46

(5.6

5)N

/A(1

.09)

N/A

N/A

94.9

21.

59N

/AN

/AN

/A0.

05N

/A0.

17N

/A

NEX

RAD

&

LLW

AS(2

.56)

5.74

(3.3

7)(2

.98)

(2.1

2)(2

.13)

(2.7

4)96

.51

(0.8

2)(2

.97)

(2.7

7)(2

.69)

(1.5

5)(2

.82)

(0.3

5)(1

.70)

X-B

and

&

LID

AR(1

.23)

7.05

(2.0

8)(0

.74)

(0.7

6)(0

.84)

(1.4

9)99

.22

1.26

(0.7

5)(1

.45)

(1.4

0)(0

.08)

(1.5

3)0.

940.

48

X-B

and

&

LLLW

AS

(8.3

5)(0

.35)

(9.4

8)(8

.96)

(7.6

2)(8

.25)

(8.8

1)89

.36

(4.3

7)(8

.97)

(8.7

4)(8

.69)

(6.5

0)(8

.93)

(7.5

3)(7

.89)

TDW

R,N

EXR

AD,L

IDAR

(7.0

5)0.

99(8

.19)

(6.9

1)(6

.33)

(6.9

5)(7

.53)

91.4

7(3

.07)

(6.9

2)(7

.44)

(7.4

0)(5

.19)

(7.6

4)(5

.96)

(5.8

6)Le

gacy

C

ase

(Upg

rade

d)0.

007.

34(2

.49)

(0.5

3)0.

460.

000.

0096

.37

2.62

(0.5

3)0.

000.

001.

570.

001.

47(0

.00)

Win

d Sh

ear

Syst

em

151

BIS

BN

AB

OI

BO

SB

TRB

TVB

UF

BU

RB

WI

CAE

CAK

CH

AC

HS

CID

CLE

CLT

NoW

STD

WR

NoW

STD

WR

LLW

ASN

oWS

WSP

NoW

STD

WR

LLW

ASN

oWS

LLW

ASW

SPW

SPTD

WR

TDW

R

TDW

RN

/A5.

88N

/A11

.85

N/A

N/A

N/A

N/A

8.84

N/A

N/A

N/A

N/A

N/A

4.36

14.1

9W

SPN

/A3.

47N

/A9.

17N

/AN

/A0.

94N

/A5.

19N

/AN

/AN

/A0.

43(0

.49)

2.30

10.9

8N

EXR

AD(0

.01)

7.37

1.78

11.7

3(0

.29)

0.17

1.63

(0.2

4)1.

480.

460.

08(0

.34)

(0.1

0)(0

.30)

6.02

2.70

LID

AR(2

.53)

0.73

(1.3

2)5.

47(2

.50)

(2.3

9)(1

.49)

(2.3

5)4.

28(2

.51)

(2.3

3)(2

.70)

(2.1

9)(2

.54)

0.78

4.28

LLW

AS(1

.28)

2.53

(0.6

6)4.

69(0

.18)

(1.2

4)(0

.62)

(1.2

1)3.

93(0

.22)

(1.1

1)(0

.44)

(0.7

8)(1

.30)

1.56

6.40

X-B

and

(6.1

2)1.

38(4

.63)

7.25

(5.5

1)(5

.94)

(4.4

6)(5

.88)

3.49

(5.9

8)(5

.52)

(6.2

2)(5

.01)

(6.0

2)(0

.03)

9.15

TDW

R &

N

EXR

ADN

/A5.

67N

/A11

.72

N/A

N/A

N/A

N/A

8.60

N/A

N/A

N/A

N/A

N/A

4.16

13.9

5TD

WR

, N

EXR

AD,

LLW

ASN

/A4.

36N

/A10

.47

N/A

N/A

N/A

N/A

7.38

N/A

N/A

N/A

N/A

N/A

2.85

12.7

2TD

WR

&

LID

ARN

/A3.

02N

/A9.

16N

/AN

/AN

/AN

/A6.

17N

/AN

/AN

/AN

/AN

/A1.

5111

.41

TDW

R &

LL

WAS

N/A

3.26

N/A

9.36

N/A

N/A

N/A

N/A

6.42

N/A

N/A

N/A

N/A

N/A

1.76

11.6

6W

SP &

N

EXR

ADN

/A4.

58N

/A10

.61

N/A

N/A

N/A

N/A

7.62

N/A

N/A

N/A

N/A

N/A

3.06

12.9

6W

SP &

LI

DAR

N/A

3.96

N/A

9.39

N/A

N/A

0.87

N/A

4.94

N/A

N/A

N/A

0.19

(0.7

3)2.

5410

.73

WSP

&

LLW

ASN

/A1.

44N

/A7.

61N

/AN

/A(1

.55)

N/A

4.73

N/A

N/A

N/A

(2.0

9)(3

.11)

0.10

9.50

WSP

, N

EXR

AD,

LID

ARN

/A2.

40N

/A8.

18N

/AN

/A(0

.37)

N/A

4.73

N/A

N/A

N/A

(0.9

0)(1

.84)

1.13

10.0

7W

SP,

NEX

RAD

, LL

WAS

N/A

1.45

N/A

7.55

N/A

N/A

(1.7

6)N

/A4.

49N

/AN

/AN

/A(2

.33)

(3.3

5)(0

.06)

9.26

NEX

RAD

&

LID

ARN

/A2.

71N

/A8.

39N

/AN

/A(0

.48)

N/A

4.50

N/A

N/A

N/A

(1.1

4)(2

.08)

1.24

9.83

NEX

RAD

&

LLW

AS(2

.65)

4.96

(0.7

7)10

.73

(2.7

4)(2

.46)

(0.9

9)(2

.59)

4.05

(2.1

6)(2

.36)

(2.9

4)(2

.43)

(2.7

8)3.

474.

04X -

Ban

d &

LI

DAR

(1.3

7)6.

260.

5311

.46

(0.2

8)(1

.17)

0.31

(1.2

6)5.

440.

03(1

.00)

(0.6

7)(0

.80)

(1.4

5)4.

818.

28

X-B

and

&

LLLW

AS(8

.76)

(1.1

5)(7

.08)

4.86

(8.1

4)(8

.57)

(7.1

0)(8

.44)

2.02

(8.5

2)(8

.17)

(8.8

5)(7

.60)

(8.6

8)(2

.62)

7.15

TDW

R,N

EXR

AD,L

IDAR

(7.4

7)0.

19(5

.82)

6.23

(6.0

8)(7

.28)

(5.8

0)(7

.14)

2.93

(6.4

1)(6

.87)

(6.7

8)(6

.30)

(7.3

8)(1

.29)

8.39

Lega

cy

Cas

e (U

pgra

ded)

0.00

5.88

0.00

11.8

5(0

.18)

0.00

0.94

0.00

8.84

(0.2

2)0.

00(0

.44)

0.43

(0.4

9)4.

3614

.19

Win

d Sh

ear

Syst

em

152

CM

HC

MI

CO

SC

RP

CR

WC

SGC

VGD

ABD

ALD

AYD

CA

DEN

DFW

DSM

DTW

TDW

RN

oWS

LLW

ASN

oWS

LLW

ASLL

WAS

TDW

RLL

WAS

TDW

RTD

WR

TDW

RTD

WR

&L

LWAS

TDW

R&

LLW

ASW

SPTD

WR

TDW

R0.

74N

/AN

/AN

/AN

/AN

/A8.

86N

/A4.

25(0

.53)

4.41

77.3

550

.72

N/A

22.4

0W

SP(1

.17)

N/A

N/A

N/A

N/A

N/A

6.25

N/A

(0.5

7)(2

.24)

2.06

54.4

543

.99

0.30

18.7

1N

EXR

AD(0

.07)

(0.2

4)1.

490.

04(0

.14)

(0.3

5)1.

51(0

.13)

4.21

(0.1

3)5.

4977

.43

50.2

90.

954.

47LI

DAR

(1.4

6)(2

.39)

(1.8

6)(2

.55)

(2.7

0)(2

.69)

2.55

(2.0

4)0.

21(2

.21)

0.87

57.8

519

.43

(2.0

4)9.

61LL

WAS

(0.2

3)(1

.23)

0.34

(1.2

8)(0

.51)

(0.4

8)4.

110.

561.

50(0

.82)

1.38

69.0

733

.37

(0.8

6)10

.89

X-B

and

(3.6

9)(5

.79)

(4.4

9)(6

.06)

(6.3

2)(6

.26)

4.24

(4.2

9)(0

.17)

(4.8

8)(0

.71)

71.5

946

.08

(5.1

5)17

.88

TDW

R &

N

EXR

AD0.

50N

/AN

/AN

/AN

/AN

/A8.

62N

/A4.

06(0

.77)

4.28

77.2

350

.74

N/A

22.1

6TD

WR

, N

EXR

AD,

LLW

AS(0

.84)

N/A

N/A

N/A

N/A

N/A

7.35

N/A

2.78

(2.1

1)2.

9679

.15

51.0

7N

/A20

.98

TDW

R &

LI

DAR

(2.1

5)N

/AN

/AN

/AN

/AN

/A6.

01N

/A1.

49(3

.41)

1.66

75.4

748

.35

N/A

19.5

6TD

WR

&

LLW

AS(1

.90)

N/A

N/A

N/A

N/A

N/A

6.26

N/A

1.71

(3.1

6)1.

8575

.72

48.4

6N

/A19

.81

WSP

&

NEX

RAD

(0.6

0)N

/AN

/AN

/AN

/AN

/A7.

59N

/A2.

98(1

.87)

3.10

79.3

651

.12

N/A

21.2

2W

SP &

LI

DAR

(1.4

2)N

/AN

/AN

/AN

/AN

/A6.

00N

/A1.

00(2

.46)

2.43

74.5

547

.72

0.18

18.4

6W

SP &

LL

WAS

(3.5

4)N

/AN

/AN

/AN

/AN

/A4.

51N

/A(1

.43)

(4.7

6)0.

1271

.18

45.2

4(2

.24)

17.7

3W

SP,

NEX

RAD

, LI

DAR

(2.4

3)N

/AN

/AN

/AN

/AN

/A5.

33N

/A(0

.71)

(3.5

6)0.

9673

.86

45.5

1(1

.02)

18.1

8W

SP,

NE X

RAD

, LL

WAS

(3.7

8)N

/AN

/AN

/AN

/AN

/A4.

27N

/A(0

.57)

(4.9

9)0.

0774

.31

46.8

8(2

.45)

17.4

9N

EXR

AD

& L

IDAR

(2.6

7)N

/AN

/AN

/AN

/AN

/A5.

09N

/A0.

17(3

.77)

1.22

76.6

448

.05

(1.1

7)17

.94

NEX

RAD

&

LLW

AS(1

.70)

(2.6

3)(0

.95)

(2.6

1)(2

.79)

(2.9

3)2.

31(2

.28)

2.68

(2.3

4)3.

4477

.73

50.2

4(1

.68)

9.37

X-B

and

&

LID

AR(0

.05)

(1.2

9)1.

24(1

.32)

(0.6

0)(0

.70)

5.01

0.44

3.92

(0.7

6)4.

5781

.09

51.9

9(0

.39)

13.7

2

X-B

and

&

LLLW

AS(6

.27)

(8.4

4)(7

.05)

(8.7

2)(8

.96)

(8.9

0)1.

86(6

.89)

(2.6

5)(7

.51)

(2.7

2)71

.41

44.0

1(7

.79)

15.3

7TD

WR

,NE

XRAD

,LID

AR(4

.97)

(7.1

5)(4

.92)

(7.4

3)(6

.89)

(6.8

5)3.

14(4

.82)

(1.3

6)(6

.21)

(1.4

6)74

.12

45.7

9(6

.50)

16.8

0Le

gacy

C

ase

(Upg

r ade

d)0.

740.

000.

340.

00(0

.51)

(0.4

8)8.

860.

564.

25(0

.53)

4.41

79.3

651

.12

0.30

22.4

0

Win

d Sh

ear

Syst

em

153

ELP

ERI

EVV

EWR

FAR

FAY

FLL

FNT

FSD

FSM

FWA

GC

NG

EGG

FKG

PTG

RB

WSP

NoW

SN

oWS

TDW

RN

oWS

LLW

ASTD

WR

NoW

SLL

WAS

LLW

ASW

SPN

oWS

WSP

NoW

SN

oWS

LLW

AS

TDW

RN

/AN

/AN

/A15

.39

N/A

N/A

25.5

6N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AW

SP1.

65N

/AN

/A12

.54

N/A

N/A

21.7

8N

/AN

/AN

/A(0

.09)

N/A

1.53

N/A

N/A

N/A

NEX

RAD

0.50

(0.2

4)(0

.24)

3.16

(0.2

4)(0

.37)

24.4

40.

180.

45(0

.16)

(0.1

1)(0

.24)

2.27

0.20

(0.2

3)(0

.05)

LID

AR(1

.57)

(2.5

9)(2

.51)

9.64

(2.4

5)(2

.73)

8.05

(2.3

0)(2

.22)

(2.7

2)(2

.34)

(2.0

3)(1

.04)

(2.1

9)(2

.49)

(2.5

6)LL

WAS

(0.2

0)(1

.34)

(1.2

4)4.

63(1

.26)

(0.5

4)11

.55

(1.1

4)(0

.26)

(0.5

1)(1

.04)

(1.1

0)(0

.20)

(1.1

4)(1

.09)

(0.5

0)X-

Ban

d(3

.81)

(6.2

4)(6

.01)

11.2

5(6

.00)

(6.3

2)20

.93

(5.6

8)(5

.63)

(6.2

8)(5

.59)

(5.5

1)(3

.84)

(5.5

5)(5

.68)

(6.1

5)TD

WR

&

NEX

RAD

N/A

N/A

N/A

15.1

5N

/AN

/A25

.83

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

N/A

13.8

9N

/AN

/A24

.64

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LI

DAR

N/A

N/A

N/A

13.1

6N

/AN

/A23

.42

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

N/A

13.4

1N

/AN

/A23

.42

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

&

NEX

RAD

N/A

N/A

N/A

14.1

3N

/AN

/A24

.44

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

&

LID

AR1.

49N

/AN

/A12

.29

N/A

N/A

23.3

0N

/AN

/AN

/A(0

.33)

N/A

1.56

N/A

N/A

N/A

WSP

&

LLW

AS(0

.86)

N/A

N/A

11.8

3N

/AN

/A20

.92

N/A

N/A

N/A

(2.6

7)N

/A(0

.82)

N/A

N/A

N/A

WSP

, N

EXR

AD,

LID

AR0.

33N

/AN

/A11

.54

N/A

N/A

20.7

0N

/AN

/AN

/A(1

.42)

N/A

0.29

N/A

N/A

N/A

WSP

, N

EXR

AD,

LLW

AS(1

.04)

N/A

N/A

11.5

9N

/AN

/A21

.39

N/A

N/A

N/A

(2.9

0)N

/A(1

.04)

N/A

N/A

N/A

NEX

RAD

&

LID

AR0.

18N

/AN

/A11

.30

N/A

N/A

22.1

5N

/AN

/AN

/A(1

.65)

N/A

0.23

N/A

N/A

N/A

NEX

RAD

&

LLW

AS(1

.57)

(2.8

3)(2

.75)

9.40

(2.6

9)(2

.97)

23.5

3(2

.27)

(2.1

5)(2

.81)

(2.5

1)(2

.27)

(0.2

7)(2

.20)

(2.7

2)(2

.68)

X-B

and

&

LID

AR0.

18(1

.54)

(1.4

2)11

.17

(1.3

9)(0

.75)

24.8

8(1

.05)

0.02

(0.6

2)(1

.13)

(1.0

5)1.

00(0

.97)

(1.2

4)(0

.49)

X-B

and

&

LLLW

AS(6

. 39)

(8.8

9)(8

.67)

9.18

(8.6

4)(8

.97)

19.0

6(8

.33)

(8.2

6)(8

.93)

(8.2

2)(8

.13)

(6.3

9)(8

.20)

(8.3

2)(8

.79)

TDW

R,N

EXR

AD,L

IDAR

(5.0

8)(7

.60)

(7.3

8)10

.50

(7.3

5)(6

.92)

20.5

5(7

.04)

(6.2

2)(6

.88)

(6.9

3)(6

.85)

(5.1

1)(6

.91)

(7.0

2)(6

.74)

Lega

cy

Cas

e (U

pgra

ded)

1.65

0.00

0.00

15.3

90.

00(0

.54)

25.5

60.

00(0

.26)

(0.5

1)(0

.09)

0.00

1.53

0.00

0.00

(0.5

0)

Win

d Sh

ear

Syst

em

154

GR

RG

SOG

SPH

NL

HO

UH

PNH

SVIA

DIA

HIC

TIL

MIN

DIS

PJA

NJA

XJF

KLA

N

WSP

WSP

LLW

ASW

SPTD

WR

WSP

WSP

TDW

RTD

WR

TDW

RN

oWS

TDW

RW

SPLL

WAS

WSP

TDW

RLL

WAS

TDW

RN

/AN

/AN

/AN

/A10

.78

N/A

N/A

10.5

046

.06

(0.3

2)N

/A7.

27N

/AN

/AN

/A76

.82

N/A

WSP

(0.0

6)0.

47N

/A3.

778.

170.

13(0

.18)

7.06

39.2

6(2

.10)

N/A

5.21

0.27

N/A

5.06

67.2

1N

/AN

EXR

AD0.

56(0

.16)

(0.0

7)0.

5712

.36

(0.0

7)(0

.24)

10.9

037

.76

1.34

0.08

8.93

1.01

0.42

6.51

17.1

6(0

.34)

LID

AR(2

.20)

(2.1

7)(2

.67)

(0.7

0)1.

72(2

.14)

(2.4

6)3.

7015

.27

(1.9

5)(2

.53)

1.47

(1.7

7)(2

.43)

(0.1

7)58

.04

(2.5

4)LL

WAS

(1.0

8)(0

.76)

(0.4

9)0.

825.

33(1

.08)

(1.1

2)4.

9023

.13

(0.7

7)(1

.22)

3.32

(0.9

3)(0

.17)

1.99

21.3

5(0

.46)

X-B

and

(5.5

5)(5

.29)

(6.1

7)(1

.78)

6.21

(5.4

0)(5

.71)

5.26

38.7

3(4

.71)

(5.9

6)2.

92(5

.10)

(5.7

2)0.

3973

.36

(6.0

8)TD

WR

&

NEX

RAD

N/A

N/A

N/A

N/A

10.6

7N

/AN

/A10

.32

46.3

4(0

.54)

N/A

7.15

N/A

N/A

N/A

76.5

8N

/ATD

WR

, N

EXR

AD,

LLW

ASN

/AN

/AN

/AN

/A9.

41N

/AN

/A9.

0945

.33

(1.8

9)N

/A5.

86N

/AN

/AN

/A75

.36

N/A

TDW

R &

LI

DAR

N/A

N/A

N/A

N/A

8.04

N/A

N/A

7.77

43.8

8(3

.20)

N/A

4.50

N/A

N/A

N/A

75.1

1N

/ATD

WR

&

LLW

ASN

/AN

/AN

/AN

/A8.

23N

/AN

/A8.

0143

.85

(2.9

5)N

/A4.

71N

/AN

/AN

/A75

.36

N/A

WSP

&

NEX

RAD

N/A

N/A

N/A

N/A

9.55

N/A

N/A

9.29

45.1

6(1

.66)

N/A

6.03

N/A

N/A

N/A

75.6

0N

/AW

SP &

LI

DAR

(0.2

2)0.

23N

/A3.

539.

01(0

.10)

(0.4

2)8.

0242

.52

(2.1

7)N

/A5.

460.

23N

/A5.

7566

.96

N/A

WSP

&

LLW

AS(2

.64)

(2.0

8)N

/A1.

376.

13(2

.46)

(2.7

9)6.

1239

.53

(4.5

6)N

/A2.

91(2

.16)

N/A

2.79

72.4

4N

/AW

SP,

NEX

RAD

, LI

DAR

(1.4

0)(0

.85)

N/A

2.47

7.08

(1.2

1)(1

.52)

6.54

39.1

4(3

.40)

N/A

4.07

(1.0

2)N

/ A4.

0666

.45

N/A

WSP

, N

EXR

AD,

LLW

AS(2

.87)

(2.3

2)N

/A1.

136.

46(2

.68)

(3.0

3)6.

1741

.26

(4.7

5)N

/A2.

87(2

.38)

N/A

3.12

72.2

0N

/AN

EXR

AD

& L

IDAR

(1.5

8)(1

.09)

N/A

2.23

7.75

(1.4

3)(1

.76)

7.07

41.8

3(3

.50)

N/A

4.20

(1.1

1)N

/A4.

4566

.21

N/A

NEX

RAD

&

LLW

AS(2

.09)

(2.4

1)(2

.72)

(0.9

4)9.

89(2

.21)

(2.7

0)9.

4738

.60

(1.2

1)(2

.53)

6.38

(1.6

1)(2

.21)

3.89

57.8

0(2

.77)

X-B

and

&

LID

AR(0

.80)

(0.8

5)(0

.52)

1.33

11.2

9(0

.90)

(1.2

6)10

.55

42.1

20.

08(1

.23)

7.76

(0.3

2)(0

.02)

5.23

59.9

0(0

.57)

X-B

and

&

LLLW

AS(8

.21)

(7.8

4)(8

.82)

(4.3

3)3.

78(8

.01)

(8.3

6)3.

5338

.49

(7.3

0)(8

.58)

0.33

(7.7

2)(8

.33)

(2.2

4)71

.31

(8.7

2)TD

WR

,NE

XRAD

,LID

AR(6

.91)

(6.4

8)(6

.77)

(2.9

5)5.

20(6

.71)

(7.0

5)4.

6139

.97

(6.0

1)(7

.29)

1.69

(6.4

3)(6

.29)

(0.8

9)72

.64

(6.6

7)Le

gacy

C

ase

(Upg

rade

d)(0

.06)

0.47

(0.4

9)3.

7710

.78

0.13

(0.1

8)10

.50

46.0

6(0

.32)

0.00

7.27

0.27

(0.1

7)5.

0676

.82

(0.4

6)

Win

d Sh

ear

Syst

em

155

LAS

LAX

LBB

LEX

LFT

LGA

LGB

LIT

LNK

MAF

MB

SM

CI

MC

OM

DT

MD

WM

EM

TDW

RW

SPW

SPLL

WAS

NoW

STD

WR

&L

LWAS

NoW

SLL

WAS

LLW

ASLL

WAS

NoW

STD

WR

TDW

R&

LLW

ASW

SPTD

WR

TDW

R

TDW

R30

.87

N/A

N/A

N/A

N/A

12.7

9N

/AN

/AN

/AN

/AN

/A12

.00

51.5

3N

/A15

.72

16.3

6W

SP26

.20

4.54

0.59

N/A

N/A

3.90

N/A

N/A

N/A

N/A

N/A

9.87

47.9

8(0

.54)

4.08

12.1

6N

EXR

AD5.

690.

701.

23(0

.35)

(0.2

4)2.

70(0

.24)

1.78

(0.2

0)0.

57(0

.24)

4.26

11.2

1(0

.31)

17.2

117

.88

LID

AR26

.37

0.90

(1.9

5)(2

.67)

(2.5

1)7.

94(2

.03)

(1.8

0)(2

.66)

(2.4

0)(2

.51)

3.00

15.5

5(2

.61)

8.01

5.92

LLW

AS15

.83

1.27

(0.7

6)(0

.48)

(1.0

9)4.

28(0

.72)

0.57

(0.4

7)(0

.21)

(1.3

0)5.

7042

.87

(1.3

4)6.

008.

09X-

Ban

d21

.45

(0.3

1)(4

.84)

(6.1

5)(5

.70)

8.31

(4.7

2)(4

.41)

(6.2

0)(5

.52)

(6.0

9)7.

5847

.08

(6.1

8)11

.22

11.2

8TD

WR

&

NEX

RAD

30.6

3N

/AN

/AN

/AN

/A12

.55

N/A

N/A

N/A

N/A

N/A

11.7

751

.32

N/A

15.5

516

.23

TDW

R,

NEX

RAD

, LL

WAS

30.9

8N

/AN

/AN

/AN

/A12

.13

N/A

N/A

N/A

N/A

N/A

10.5

251

.86

N/A

14.2

815

.00

TDW

R &

LI

DAR

31.6

4N

/AN

/AN

/AN

/A9.

97N

/AN

/AN

/AN

/AN

/A9.

1548

.91

N/A

12.9

113

.60

TDW

R &

LL

WAS

33.3

8N

/AN

/AN

/AN

/A10

.22

N/A

N/A

N/A

N/A

N/A

9.39

49.1

5N

/A13

.13

13.8

1W

SP &

N

EXR

AD31

.22

N/A

N/A

N/A

N/A

12.3

7N

/AN

/AN

/AN

/AN

/A10

.75

52.0

7N

/A14

.45

15.1

5W

SP &

LI

DAR

25.9

54.

300.

48N

/AN

/A3.

65N

/AN

/AN

/AN

/AN

/A9.

7247

.89

(0.7

8)13

.63

14.5

0W

SP &

LL

WAS

33.5

42.

81(1

.96)

N/A

N/A

6.27

N/A

N/A

N/A

N/A

N/A

7.59

46.7

8(3

.16)

7.17

11.3

8W

SP,

NEX

RAD

, LI

DAR

28.2

23.

44(0

.74)

N/A

N/A

3.50

N/A

N/A

N/A

N/A

N/A

8.74

48.1

5(1

.89)

5.84

11.7

7W

SP,

NEX

RAD

, LL

WAS

33.3

02.

57(2

.15)

N/A

N/A

6.03

N/A

N/A

N/A

N/A

N/A

7.43

46.6

5(3

.40)

11.3

512

.03

NEX

RAD

&

LID

AR27

.98

3.20

(0.8

7)N

/AN

/A3.

26N

/AN

/AN

/AN

/AN

/A8.

5948

.08

(2.1

3)12

.53

13.3

2

NEX

RAD

&

LLW

AS26

.12

0.66

(1.3

8)(2

.91)

(2.7

5)7.

70(2

.27)

(0.8

4)(2

.79)

(2.0

5)(2

.75)

4.35

16.2

3(2

.85)

14.9

215

.52

X-B

and

&

LID

AR23

.59

2.53

(0.0

9)(0

.66)

(1.2

6)9.

83(0

.63)

1.36

(0.6

1)0.

14(1

.45)

7.86

46.2

9(1

.53)

16.1

016

.89

X-B

and

&

LLLW

AS27

.75

(2.5

5)(7

.48)

(8.8

1)(8

.34)

5.85

(7.2

0)(6

.97)

(8.8

6)(8

.16)

(8.7

4)4.

9644

.80

(8.8

1)8.

719.

20TD

WR

,NE

XRAD

,LID

AR26

.90

(1.2

9)(6

.18)

(6.7

5)(7

.04)

7.14

(5.9

0)(4

.92)

(6.8

1)(6

.10)

(7.4

5)6.

3747

.00

(7.5

1)10

.08

10.5

6Le

gacy

C

ase

(Upg

rade

d)30

.87

4.54

0.59

(0.4

8)0.

0012

.37

0.00

0.57

(0.4

7)(0

.21)

0.00

12.0

052

.07

(0.5

4)15

.72

16.3

6

Win

d Sh

ear

Syst

em

156

MG

MM

HT

MIA

MK

EM

LIM

LUM

OB

MSN

MSP

MSY

MYR

OAK

OK

CO

MA

ON

T

LLW

ASN

oWS

TDW

RTD

WR

LLW

ASLL

WAS

LLW

ASW

SPTD

WR

TDW

R&

LLW

ASN

oWS

NoW

STD

WR

LLW

ASW

SP

TDW

RN

/AN

/A36

.04

4.25

N/A

N/A

N/A

N/A

14.4

56.

25N

/AN

/A0.

59N

/AN

/AW

SPN

/AN

/A31

.24

1.54

N/A

N/A

N/A

(0.1

1)11

.57

4.13

N/A

N/A

(1.1

7)N

/A1.

16N

EXR

AD(0

.35)

(0.2

4)37

.25

1.78

0.05

(0.3

5)0.

15(0

.16)

15.9

55.

310.

15(0

.24)

2.32

1.97

0.07

LID

AR(2

.66)

(2.0

7)10

.31

0.82

(2.5

8)(2

.69)

(2.5

9)(2

.33)

5.95

(0.0

0)(2

.51)

(1.1

7)(1

.62)

(1.7

5)(1

.50)

LLW

AS(0

.49)

(1.0

2)18

.60

1.58

(0.4

1)(0

.44)

(0.3

6)(1

.08)

6.02

3.09

(1.1

7)(1

.13)

(0.2

8)0.

43(0

.46)

X-B

and

(6.2

0)(5

.32)

31.5

0(0

.33)

(6.1

1)(6

.18)

(5.9

6)(5

.58)

9.93

1.74

(5.9

2)(4

.31)

(3.7

7)(4

.21)

(4.3

0)TD

WR

&

NEX

RAD

N/A

N/A

36.7

64.

03N

/AN

/AN

/AN

/A14

.23

6.11

N/A

N/A

0.36

N/A

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

35.6

92.

73N

/AN

/AN

/AN

/A12

.98

5.73

N/A

N/A

(0.9

8)N

/AN

/ATD

WR

&

LID

ARN

/AN

/A34

.33

1.41

N/A

N/A

N/A

N/A

11.6

23.

50N

/AN

/A(2

.28)

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

33.9

81.

66N

/AN

/AN

/AN

/A11

.86

3.68

N/A

N/A

(2.0

4)N

/AN

/AW

SP &

N

EXR

ADN

/AN

/A35

.25

2.96

N/A

N/A

N/A

N/A

13.2

05.

89N

/AN

/A(0

.75)

N/A

N/A

WSP

&

LID

ARN

/AN

/A34

.60

1.45

N/A

N/A

N/A

(0.3

4)12

.48

4.27

N/A

N/A

(1.2

1)N

/A0.

92W

SP &

LL

WAS

N/A

N/A

30.7

3(0

.05)

N/A

N/A

N/A

(2.6

6)9.

901.

90N

/AN

/A(3

.65)

N/A

(1.2

5)W

SP,

NEX

RAD

, LI

DAR

N/A

N/A

30.8

40.

61N

/AN

/AN

/A(1

.43)

10.5

63.

04N

/AN

/A(2

.47)

N/A

(0.1

4)W

SP,

NEX

RAD

, LL

WAS

N/A

N/A

32.6

0(0

.26)

N/A

N/A

N/A

(2.8

9)10

.05

1.86

N/A

N/A

(3.8

3)N

/A(1

.49)

NEX

RAD

&

LID

ARN

/AN

/A33

.55

0.53

N/A

N/A

N/A

(1.6

6)11

.30

3.14

N/A

N/A

(2.5

5)N

/A(0

.38)

NEX

RAD

&

LLW

AS(2

.90)

(2.3

1)35

.60

1.31

(2.6

0)(2

.93)

(2.4

9)(2

.53)

13.5

83.

34(2

.44)

(1.4

1)(0

.28)

(0.5

4)(1

.74)

X-B

and

&

LID

AR(0

.67)

(0.9

8)37

.31

2.73

(0.4

1)(0

.66)

(0.3

0)(1

.13)

14.8

55.

89(1

.16)

(0.0

8)1.

021.

59(0

.27)

X-B

and

&

LLLW

AS(8

.84)

(7.9

2)29

.70

(2.7

2)(8

.73)

(8.8

2)(8

.60)

(8.2

1)7.

43(0

.69)

(8.5

2)(6

.75)

(6.3

9)(6

.82)

(6.8

2)TD

WR

,NE

XRAD

,LID

AR(6

.79)

(6.6

3)31

.37

(1.4

9)(6

.68)

(6.7

7)(6

.55)

(6.9

2)8.

790.

58(7

.24)

(5.4

7)(5

.09)

(4.7

6)(5

.53)

Lega

cy

Cas

e (U

pgr a

ded)

(0.4

9)0.

0036

.04

4.25

(0.4

1)(0

.44)

(0.3

6)(0

.11)

14.4

55.

890.

000.

000.

590.

431.

16

Win

d Sh

ear

Syst

em

157

OR

DO

RF

OR

LPB

IPD

KPD

XPH

FPH

LPH

XPI

API

EPI

TPN

SPV

DPW

MR

DU

TDW

R&

LLW

ASW

SPN

oWS

TDW

RN

oWS

WSP

NoW

STD

WR

TDW

RLL

WAS

NoW

STD

WR

LLW

ASLL

WAS

NoW

STD

WR

TDW

R77

.49

N/A

N/A

5.11

N/A

N/A

N/A

12.8

212

.85

N/A

N/A

1.16

N/A

N/A

N/A

2.44

WSP

64.7

20.

64N

/A(2

.51)

N/A

2.03

N/A

8.26

10.7

3N

/AN

/A(0

.77)

N/A

N/A

N/A

0.29

NEX

RAD

68.3

60.

00(0

.24)

0.82

0.50

0.23

0.44

2.74

16.2

7(0

.26)

1.79

2.94

(0.2

6)1.

160.

153.

95LI

DAR

43.5

0(1

.62)

(2.4

1)(0

.31)

(2.3

3)(1

.47)

(2.2

8)6.

673.

92(2

.63)

(2.1

7)(1

.36)

(2.3

2)(1

.83)

(2.3

8)(0

.78)

LLW

AS55

.31

(0.7

4)(1

.04)

2.11

(1.0

4)(0

.07)

(1.1

8)4.

896.

11(0

.46)

(0.6

1)0.

04(0

.02)

(0.1

2)(1

.23)

0.66

X-B

and

70.7

2(4

.58)

(5.4

8)0.

78(5

.36)

(4.1

5)(5

.64)

7.82

8.77

(6.1

7)(4

.42)

(5.4

3)(5

.09)

(4.9

1)(5

.88)

(2.2

6)TD

WR

&

NEX

RAD

77.9

3N

/AN

/A4.

87N

/AN

/AN

/A12

.60

14.6

0N

/AN

/A0.

94N

/AN

/AN

/A2.

23TD

WR

, N

EXR

AD,

LLW

AS79

.03

N/A

N/A

3.64

N/A

N/A

N/A

11.4

813

.39

N/A

N/A

(0.4

0)N

/AN

/AN

/A0.

91TD

WR

&

LID

AR75

.86

N/A

N/A

2.34

N/A

N/A

N/A

10.6

512

.14

N/A

N/A

(1.7

2)N

/AN

/AN

/A(0

.41)

TDW

R &

LL

WAS

75.8

5N

/AN

/A2.

59N

/AN

/AN

/A10

.88

11.1

2N

/AN

/A(1

.47)

N/A

N/A

N/A

(0.1

7)W

SP &

N

EXR

AD78

.75

N/A

N/A

3.88

N/A

N/A

N/A

11.7

011

.78

N/A

N/A

(0.1

7)N

/AN

/AN

/A1.

12W

SP &

LI

DAR

70.6

90.

42N

/A(2

.76)

N/A

1.79

N/A

8.23

12.9

4N

/AN

/A(0

.63)

N/A

N/A

N/A

0.54

WSP

&

LLW

AS72

.28

(1.6

3)N

/A(3

.88)

N/A

(0.4

6)N

/A8.

699.

50N

/AN

/A(3

.18)

N/A

N/A

N/A

(1.8

8)W

SP,

NEX

RAD

, LI

DAR

70.2

4(0

.65)

N/A

(1.4

7)N

/A0.

74N

/A7.

699.

91N

/AN

/A(1

.98)

N/A

N/A

N/A

(0.8

8)W

SP,

NEX

RAD

, LL

WAS

73.7

5(1

.86)

N/A

(4.1

2)N

/A(0

.70)

N/A

8.61

10.6

0N

/AN

/A(3

.27)

N/A

N/A

N/A

(1.9

8)N

EXR

AD

& L

IDAR

75.1

7(0

.87)

N/A

(1.7

1)N

/A0.

50N

/A7.

6611

.79

N/A

N/A

(1.9

6)N

/AN

/AN

/A(0

.73)

NEX

RAD

&

LLW

AS74

.65

(1.8

2)(2

.65)

(0.5

5)(2

.02)

(1.7

1)(2

.14)

6.69

14.0

9(2

.80)

(0.8

6)0.

29(2

.56)

(1.4

4)(2

.42)

1.49

X-B

and

&

LID

AR78

.23

(0.3

7)(1

.13)

2.62

(0.7

1)(0

.01)

(0.8

7)8.

9515

.36

(0.6

1)0.

441.

60(0

.05)

0.73

(1.1

7)2.

79

X-B

and

&

LLLW

AS71

.27

(7.0

7)(8

.09)

(1.7

2)(7

.98)

(6.5

7)(8

.21)

6.46

6.97

(8.8

1)(7

.01)

(7.3

1)(7

.74)

(7.5

5)(8

.53)

(4.6

2)TD

WR

,NE

XRAD

,LID

AR73

.34

(5.7

9)(6

.79)

(0.3

7)(6

.69)

(5.1

9)(6

.93)

7.61

8.39

(6.7

6)(5

.71)

(5.7

9)(5

.67)

(5.5

0)(7

.24)

(3.3

6)Le

gacy

C

ase

(Upg

rade

d)78

.75

0.64

0.00

5.11

0.00

2.03

0.00

12.8

212

.85

(0.4

6)0.

001.

16(0

.02)

(0.1

2)0.

002.

44

Win

d Sh

ear

Syst

em

158

RIC

RN

OR

OA

RO

CR

STR

SWSA

NSA

TSA

VSB

NSD

FSE

ASF

BSF

OSG

FSH

V

WSP

NoW

SLL

WAS

WSP

LLW

ASLL

WAS

NoW

SW

SPLL

WAS

NoW

STD

WR

WSP

NoW

SLL

WAS

LLW

ASLL

WAS

TDW

RN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A3.

60N

/AN

/AN

/AN

/AN

/AW

SP0.

41N

/AN

/A0.

46N

/AN

/AN

/A3.

60N

/AN

/A1.

013.

81N

/AN

/AN

/AN

/AN

EXR

AD0.

49(0

.24)

(0.3

4)(0

.10)

(0.3

7)(0

.01)

(0.2

4)4.

300.

04(0

.22)

5.26

0.64

(0.2

4)(0

.30)

0.27

0.25

LID

AR(1

.98)

(0.2

7)(2

.65)

(2.0

0)(2

.66)

(1.2

0)(1

.77)

(0.3

0)(2

.34)

(2.4

4)0.

030.

79(1

.98)

(1.2

6)(2

.53)

(2.5

4)LL

WAS

(0.7

5)0.

12(0

.44)

(0.8

3)(0

.54)

1.32

(0.8

8)0.

800.

06(1

.19)

1.18

0.30

(0.3

1)(0

.21)

(0.3

5)(0

.32)

X-B

and

(5.0

1)(4

.05)

(6.1

9)(5

.02)

(6.2

3)(1

.42)

(4.5

5)(1

.62)

(5.2

0)(5

.90)

(1.2

5)(1

.25)

(3.6

3)(4

.47)

(5.8

3)(5

.85)

TDW

R &

N

EXR

ADN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A3.

40N

/AN

/AN

/AN

/AN

/ATD

WR

, N

EXR

AD,

LLW

ASN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A2.

08N

/AN

/AN

/AN

/AN

/ATD

WR

&

LID

ARN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A0.

76N

/AN

/AN

/AN

/AN

/ATD

WR

&

LLW

ASN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A1.

00N

/AN

/AN

/AN

/AN

/AW

SP &

N

EXR

ADN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A2.

29N

/AN

/AN

/AN

/AN

/AW

SP &

LI

DAR

0.26

N/A

N/A

0.22

N/A

N/A

N/A

3.62

N/A

N/A

1.72

3.57

N/A

N/A

N/A

N/A

WSP

&

LLW

AS(2

.00)

N/A

N/A

(2.1

2)N

/AN

/AN

/A1.

25N

/AN

/A(0

.82)

1.76

N/A

N/A

N/A

N/A

WSP

, N

EXR

AD,

LID

AR(0

.87)

N/A

N/A

(0.8

7)N

/AN

/AN

/A2.

36N

/AN

/A(0

.03)

2.55

N/A

N/A

N/A

N/A

WSP

, N

EXR

AD,

LLW

AS(2

.20)

N/A

N/A

(2.3

6)N

/AN

/AN

/A1.

13N

/AN

/A(0

.80)

1.52

N/A

N/A

N/A

N/A

NEX

RAD

&

LID

AR(1

.02)

N/A

N/A

(1.1

1)N

/AN

/AN

/A2.

36N

/AN

/A0.

442.

31N

/AN

/AN

/AN

/A

NEX

RAD

&

LLW

AS(1

.77)

(0.5

1)(2

.89)

(2.2

4)(2

.90)

(1.4

4)(2

.01)

1.90

(2.3

6)(2

.67)

2.75

0.55

(2.2

2)(1

.50)

(2.3

7)(2

.39)

X-B

and

&

LID

AR(0

.45)

0.28

(0.6

4)(0

.80)

(0.6

9)1.

93(0

.51)

3.10

0.09

(1.3

4)4.

032.

00(0

.14)

0.73

(0.1

8)(0

.20)

X-B

and

&

LLLW

AS(7

.53)

(5.7

7)(8

.81)

(7.6

7)(8

.88)

(4.0

3)(7

.03)

(4.2

3)(7

.75)

(8.5

4)(3

.47)

(3.6

6)(6

.17)

(6.5

9)(8

.48)

(8.5

0)TD

WR

,NE

X RAD

,LID

AR(6

.26)

(4.7

1)(6

.75)

(6.3

7)(6

.83)

(1.9

3)(5

.74)

(2.9

2)(5

.71)

(7.2

5)(2

.24)

(2.3

6)(4

.85)

(4.5

3)(6

.43)

(6.4

4)Le

gacy

C

ase

(Upg

rade

d)0.

410.

00(0

.44)

0.46

(0.5

4)1.

320.

003.

600.

060.

003.

603.

810.

00(0

.21)

(0.3

5)(0

.32)

Win

d Sh

ear

Syst

em

159

SJC

SJU

SLC

SMF

SNA

SPI

SRQ

STL

SUX

SYR

TLH

TOL

TPA

TRI

TUL

TUS

NoW

STD

WR

TDW

RN

oWS

NoW

SLL

WAS

WSP

TDW

R&

LLW

ASLL

WAS

WSP

LLW

ASW

SPTD

WR

&L

LWAS

LLW

ASTD

WR

WSP

TDW

RN

/A0.

0916

.99

N/A

N/A

N/A

N/A

7.28

N/A

N/A

N/A

N/A

21.8

7N

/A0.

13N

/AW

SPN

/A(3

.51)

12.5

1N

/AN

/AN

/A1.

425.

04N

/A(0

.14)

N/A

(0.4

4)20

.41

N/A

(1.6

8)2.

28N

EXR

AD(0

.24)

(0.1

8)3.

331.

11(0

.24)

(0.2

3)2.

089.

00(0

.37)

(0.2

2)0.

32(0

.28)

24.3

7(0

.35)

1.90

0.29

LID

AR(1

.78)

(1.9

7)10

.66

(1.8

4)(1

.30)

(2.6

9)(1

.67)

1.62

(2.7

6)(2

.23)

(2.5

4)(2

.44)

5.31

(2.6

9)(1

.83)

(1.0

4)LL

WAS

(1.2

7)(0

.55)

8.38

(1.1

0)(1

.18)

(0.5

3)(0

.38)

4.31

(0.5

8)(1

.12)

(0.2

4)(1

.23)

15.3

7(0

.47)

(0.4

9)0.

15X-

Ban

d(5

.42)

(4.3

5)12

.46

(4.9

6)(4

.71)

(6.2

9)(4

.05)

2.87

(6.4

1)(5

.61)

(5.7

8)(5

.93)

18.1

1(6

.24)

(4.3

0)(2

.75)

TDW

R &

N

EXR

ADN

/A(0

.15)

16.7

5N

/AN

/AN

/AN

/A7.

10N

/AN

/AN

/AN

/A22

.30

N/A

(0.0

9)N

/ATD

WR

, N

EXR

AD,

LLW

ASN

/A(1

.48)

15.8

1N

/AN

/AN

/AN

/A6.

72N

/AN

/AN

/AN

/A22

.18

N/A

(1.4

4)N

/ATD

WR

&

LID

ARN

/A(2

.78)

15.7

5N

/AN

/AN

/AN

/A4.

45N

/AN

/AN

/AN

/A19

.66

N/A

(2.7

5)N

/ATD

WR

&

LLW

ASN

/A(2

.53)

16.0

0N

/AN

/AN

/AN

/A4.

67N

/AN

/AN

/AN

/A19

.57

N/A

(2.5

1)N

/AW

SP &

N

EXR

ADN

/A(1

.24)

16.0

5N

/AN

/AN

/AN

/A6.

92N

/AN

/AN

/AN

/A22

.00

N/A

(1.2

1)N

/AW

SP &

LI

DAR

N/A

(3.7

6)12

.26

N/A

N/A

N/A

1.29

5.47

N/A

(0.3

8)N

/A(0

.68)

20.8

5N

/A(1

.68)

2.04

WSP

&

LLW

A SN

/A(5

.54)

13.8

4N

/AN

/AN

/A(1

.18)

2.89

N/A

(2.6

7)N

/A(2

.98)

18.0

2N

/A(4

.13)

(0.0

1)W

SP,

NEX

RAD

, LI

DAR

N/A

(4.1

2)12

.72

N/A

N/A

N/A

0.08

4.09

N/A

(1.4

6)N

/A(1

.76)

19.5

8N

/A(2

.97)

1.04

WSP

, N

EXR

AD,

LLW

ASN

/A(5

.78)

13.6

0N

/AN

/AN

/A(1

.35)

2.92

N/A

(2.9

1)N

/A(3

.22)

18.2

3N

/A(4

.30)

(0.2

5)N

EXR

AD

& L

IDAR

N/A

(4.3

6)12

.48

N/A

N/A

N/A

(0.0

5)4.

35N

/A(1

.70)

N/A

(2.0

0)19

.86

N/A

(3.0

1)0.

80

NEX

RAD

&

LLW

AS(2

.02)

(2.2

1)10

.42

(1.4

7)(1

.54)

(2.8

5)(0

.57)

6.47

(3.0

0)(2

.47)

(2.2

9)(2

.68)

21.7

8(2

.93)

(0.7

3)(1

.28)

X-B

and

&

LID

AR(0

.72)

(0.4

6)11

.82

(0.1

8)(0

.25)

(0.6

7)0.

738.

65(0

.80)

(1.1

4)(0

.10)

(1.3

6)24

.17

(0.6

8)0.

560.

62

X-B

and

&

LLLW

AS(7

.85)

(6.9

1)11

.32

(7.5

6)(6

.98)

(8.9

5)(6

.70)

0.30

(9.0

7)(8

.23)

(8.3

8)(8

.55)

15.5

4(8

.88)

(6.8

7)(5

.29)

TDW

R,N

EXR

AD,L

IDAR

(6.5

6)(5

.60)

12.3

1(6

.27)

(5.7

0)(6

.90)

(5.3

9)1.

64(7

.02)

(6.9

4)(6

.34)

(7.2

7)17

.11

(6.8

1)(5

.58)

(3.9

7)Le

gacy

C

ase

(Upg

rade

d)0.

000.

0916

.99

0.00

0.00

(0.5

3)1.

426.

92(0

.58)

(0.1

4)(0

.24)

(0.4

4)22

.00

(0.4

7)0.

132.

28

Win

d Sh

ear

Syst

em

160

TW

FTY

S

NoW

SW

SPTo

tal

TDW

RN

/AN

/A86

1.07

WSP

N/A

(0.3

5)70

3.31

NEX

RAD

(0.2

4)(0

.27)

684.

33LI

DAR

(2.4

2)(2

.52)

148.

10LL

WAS

(1.3

0)(1

.22)

406.

15X-

Ban

d(6

.08 )

(6.2

2)47

.30

TDW

R &

N

EXR

ADN

/AN

/A85

8.84

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

817.

14TD

WR

&

LID

ARN

/AN

/A74

8.83

TDW

R &

LL

WAS

N/A

N/A

757.

31W

SP &

N

EXR

ADN

/AN

/A82

1.21

WSP

&

LID

ARN

/A(0

.59)

766.

79W

SP &

LL

WAS

N/A

(2.9

7)60

7.92

WSP

, N

EXR

AD,

LID

ARN

/A(1

.70)

658.

41W

SP,

NEX

RAD

, LL

WAS

N/A

(3.2

1)61

8.95

NEX

RAD

&

LID

ARN

/A(1

.94)

691.

55

NEX

RAD

&

LLW

AS(2

.66)

(2.7

6)45

9.69

X-B

and

&

LID

AR(1

.41)

(1.3

8)76

6.49

X-B

and

&

LLLW

AS(8

.70)

(8.7

6)(3

36.3

4)TD

WR

,NE

XRAD

,LID

AR(7

.42)

(7.4

0)(9

3.92

)Le

gacy

C

ase

(Upg

rade

d)0.

00(0

.35)

902.

02

Win

d Sh

ear

Syst

em

161


ABE

ABQ

ADW

AGS

ALB

AMA

ASE

ATL

AUS

AVL

AVP

AZO

BD

LB

GM

BH

MB

IL

NoW

SW

SPTD

WR

LLW

ASW

SPN

oWS

NoW

STD

WR

&L

LWAS

WSP

LLW

ASN

oWS

NoW

SW

SPN

oWS

WSP

LLW

AS

TDW

RN

/AN

/A(2

.50)

N/A

N/A

N/A

N/A

63.3

1N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AW

SPN

/A5.

65(4

.05)

N/A

0.07

N/A

N/A

57.7

72.

04N

/AN

/AN

/A0.

94N

/A1.

11N

/AN

EXR

AD(0

.24)

6.44

(0.7

2)(0

.36)

(0.2

0)0.

26(0

.24)

65.7

60.

26(0

.36)

(0.2

4)(0

.24)

(0.0

4)(0

.19)

1.80

0.51

LID

AR(2

.50)

(0.1

8)(3

.14)

(2.7

5)(2

.21)

(2.5

3)(2

.51)

21.2

5(1

.33)

(2.7

5)(2

.57)

(2.5

7)(1

.79)

(2.6

4)(2

.09)

(2.1

3)LL

WAS

(1.1

9)2.

37(1

.85)

(0.5

3)(0

.92)

(1.1

4)(1

.26)

43.8

40.

56(0

.53)

(1.2

6)(1

.29)

(0.4

1)(1

.35)

(0.3

0)(0

.01)

X-B

and

(5.9

6)0.

27(6

.83)

(6.3

4)(5

.43)

(5.8

6)(6

.23)

58.0

4(2

.70)

(6.3

5)(6

.17)

(6.1

7)(4

.58)

(6.3

0)(5

.26)

(5.8

1)TD

WR

&

NEX

RAD

N/A

N/A

(2.7

4)N

/AN

/AN

/AN

/A63

.95

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

(4.1

0)N

/AN

/AN

/AN

/A64

.43

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LI

DAR

N/A

N/A

(5.1

5)N

/AN

/AN

/AN

/A61

.13

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

(3.8

6)N

/AN

/AN

/AN

/A64

.21

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

&

NEX

RAD

N/A

5.71

(4.3

0)N

/A(0

.17)

N/A

N/A

62.3

81.

84N

/AN

/AN

/A0.

70N

/A1.

02N

/AW

SP &

LI

DAR

N/A

3.27

(6.7

1)N

/A(2

.49)

N/A

N/A

58.3

0(0

.12)

N/A

N/A

N/A

(1.5

8)N

/A(1

.44)

N/A

WSP

&

LLW

ASN

/A4.

46(5

.42)

N/A

(1.2

4)N

/AN

/A59

.41

1.09

N/A

N/A

N/A

(0.3

5)N

/A(0

.17)

N/A

WSP

, N

EXR

AD,

LID

ARN

/A3.

13(6

.95)

N/A

(2.7

3)N

/AN

/A60

.08

(0.3

4)N

/AN

/AN

/A(1

.82)

N/A

(1.6

0)N

/AW

SP,

NEX

RAD

, LL

WAS

N/A

4.43

(5.6

6)N

/A(1

.48)

N/A

N/A

61.9

70.

89N

/AN

/AN

/A(0

.59)

N/A

(0.3

1)N

/AN

EXR

AD

& L

IDAR

(2.7

4)3.

85(3

.38)

(2.9

9)(2

.45)

(2.4

0)(2

.75)

63.5

4(1

.53)

(2.9

9)(2

.81)

(2.8

0)(2

.03)

(2.8

5)(0

.82)

(2.1

1)

NEX

RAD

&

LLW

AS(1

.40)

5.16

(2.0

9)(0

.76)

(1.0

9)(1

.10)

(1.5

0)66

.25

0.55

(0.7

6)(1

.49)

(1.5

1)(0

.56)

(1.5

6)0.

460.

07X-

Ban

d &

LI

DAR

(8.6

1)(2

.30)

(9.4

9)(8

.99)

(8.0

6)(8

.51)

(8.8

2)56

.59

(5.3

0)(9

.00)

(8.8

1)(8

.83)

(7.1

9)(8

.96)

(7.7

4)(8

.31)

X-B

and

&

LLLW

AS(7

.32)

(0.9

6)(8

.20)

(6.9

4)(6

.77)

(7.2

2)(7

.55)

58.7

0(3

.99)

(6.9

5)(7

.51)

(7.5

4)(5

.88)

(7.6

7)(6

.17)

(6.2

8)TD

WR

,NE

XRAD

,LID

ARN

/AN

/A(5

.40)

N/A

N/A

N/A

N/A

61.3

8N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/ALe

gacy

C

ase

(Upg

rade

d)0.

005.

65(2

.50)

(0.5

3)0.

070.

000.

0064

.21

2.04

(0.5

3)0.

000.

000.

940.

001.

11(0

.01)

Win

d Sh

ear

Syst

em

APP

EN

DIX

F

NE

T P

RE

SEN

T V

AL

UE

BA

SED

ON

SA

FET

Y A

NA

LY

SIS

ON

LY

BY

SIT

E A

ND

SY

STE

M

(LIF

EC

YC

LE

201

0–32

FY

08$M

)

163

BIS

BN

AB

OI

BO

SB

TRB

TVB

UF

BU

RB

WI

CAE

CAK

CH

AC

HS

CID

CLE

CLT

NoW

STD

WR

NoW

STD

WR

LLW

ASN

oWS

WSP

NoW

STD

WR

LLW

ASN

oWS

LLW

ASW

SPW

SPTD

WR

TDW

R

TDW

RN

/A4.

83N

/A6.

85N

/AN

/AN

/AN

/A6.

97N

/A0.

44N

/AN

/AN

/A3.

0210

.62

WSP

N/A

2.65

N/A

4.67

N/A

N/A

0.32

(3.2

5)3.

66N

/AN

/AN

/A0.

21(0

.62)

1.12

8.11

NEX

RAD

(0.0

6)6.

381.

287.

37(0

.29)

0.03

0.94

(0.2

4)1.

040.

33(0

.05)

(0.3

4)(0

.15)

(0.3

3)4.

741.

87LI

DAR

(2.5

7)(0

.01)

(1.6

7)1.

69(2

.55)

(2.5

1)(2

.05)

(2.5

4)2.

68(2

.56)

(2.5

0)(2

.71)

(2.4

1)(2

.65)

(0.2

5)1.

86LL

WAS

(1.2

8)2.

28(0

.67)

3.47

(0.1

9)(1

.24)

(0.7

8)(1

.22)

3.47

(0.2

2)(1

.11)

(0.4

4)(0

.83)

(1.3

3)1.

245.

53X-

Ban

d(6

.17)

0.35

(5.0

0)2.

30(5

.60)

(6.0

8)(5

.17)

(6.1

0)1.

69(6

.06)

(5.7

9)(6

.24)

(5.3

2)(6

.17)

(1.3

6)5.

62TD

WR

&

NEX

RAD

N/A

4.60

N/A

6.64

N/A

N/A

N/A

N/A

6.73

N/A

0.20

N/A

N/A

N/A

2.82

10.3

8TD

WR

, N

EXR

AD,

LLW

ASN

/A3.

30N

/A5.

39N

/AN

/AN

/AN

/A5.

51N

/A(1

.09)

N/A

N/A

N/A

1.50

9.14

TDW

R &

LI

DAR

N/A

2.20

N/A

4.30

N/A

N/A

N/A

N/A

4.47

N/A

(2.1

3)N

/AN

/AN

/A0.

418.

02TD

WR

&

LLW

ASN

/A3.

53N

/A5.

61N

/AN

/AN

/AN

/A5.

75N

/A(0

.85)

N/A

N/A

N/A

1.72

9.38

WSP

&

NEX

RAD

N/A

2.93

N/A

4.53

N/A

N/A

0.16

(3.4

9)3.

41N

/AN

/AN

/A(0

.03)

(0.8

6)1.

227.

86W

SP &

LI

DAR

N/A

0.45

N/A

2.69

N/A

N/A

(2.2

5)(5

.84)

2.81

N/A

N/A

N/A

(2.3

9)(3

.25)

(1.2

0)6.

22W

SP &

LL

WAS

N/A

1.57

N/A

3.68

N/A

N/A

(0.9

9)(4

.58)

3.21

N/A

N/A

N/A

(1.1

2)(1

.97)

(0.0

5)7.

21W

SP,

NEX

RAD

, LI

DAR

N/A

0.39

N/A

2.51

N/A

N/A

(2.4

8)(6

.08)

2.57

N/A

N/A

N/A

(2.6

3)(3

.49)

(1.4

0)5.

98W

SP,

NEX

RAD

, LL

WAS

N/A

1.67

N/A

3.53

N/A

N/A

(1.1

8)(4

.82)

2.97

N/A

N/A

N/A

(1.3

6)(2

.21)

(0.0

8)6.

97N

EXR

AD

& L

IDAR

(2.7

1)3.

91(1

.36)

6.02

( 2.7

9)(2

.62)

(1.7

0)(2

.78)

2.44

(2.3

0)(2

.58)

(2.9

5)(2

.65)

(2.8

9)2.

141.

62

NEX

RAD

&

LLW

AS(1

.42)

5.21

(0.0

6)6.

74(0

.34)

(1.3

3)(0

.41)

(1.4

5)3.

83(0

.10)

(1.2

2)(0

.68)

(1.0

2)(1

.56)

3.47

5.87

X-B

and

&

LID

AR(8

.82)

(2.2

1)(7

.53)

(0.2

0)(8

.23)

(8.7

3)(7

.82)

(8.7

2)0.

07(8

.62)

(8.4

5)(8

.89)

(7.9

5)(8

.83)

(3.9

6)3.

50

X-B

and

&

LLLW

AS(7

.53)

(0.8

7)(6

.27)

1.17

(6.1

8)(7

.44)

(6.5

2)(7

.43)

0.99

(6.5

0)(7

.15)

(6.8

2)(6

.65)

(7.5

3)(2

.64)

4.74

TDW

R,N

EXR

AD,L

IDAR

N/A

1.95

N/A

4.07

N/A

N/A

N/A

N/A

4.22

N/A

(2.3

7)N

/AN

/AN

/A0.

167.

77Le

gacy

C

ase

(Upg

rade

d)0.

004.

830.

006.

85(0

.19)

0.00

0.32

0.00

6.97

(0.2

2)0.

00(0

.44)

0.21

(0.6

2)3.

0210

.62

Win

d Sh

ear

Syst

em

164

CM

HC

MI

CO

SC

RP

CR

WC

SGC

VGD

ABD

ALD

AYD

CA

DEN

DFW

DSM

DTW

ELP

TDW

RN

oWS

LLW

ASN

oWS

LLW

ASLL

WAS

TDW

RLL

WAS

TDW

RTD

WR

TDW

RTD

WR

&L

LWAS

TDW

R&

LLW

ASW

SPTD

WR

WSP

TDW

R0.

14N

/AN

/AN

/AN

/AN

/A7.

62N

/A2.

96(0

.82)

2.09

67.8

546

.43

N/A

18.3

3N

/AW

SP(1

.64)

N/A

N/A

N/A

N/A

N/A

5.19

N/A

(1.2

2)(2

.48)

0.05

46.4

340

.63

0.05

15.1

51.

02N

EXR

AD(0

.21)

(0.2

4)1.

02(0

.06)

(0.1

7)(0

.35)

1.22

(0.1

3)3.

37(0

.27)

3.47

68.1

446

.08

0.67

3.52

0.13

LID

AR(1

.89)

(2.5

6)(2

.22)

(2.6

1)(2

.72)

(2.7

2)1.

63(2

.21)

(0.7

3)(2

.42)

(0.6

6)49

.18

16.3

9(2

.26)

6.61

(2.0

4)LL

WAS

(0.3

8)(1

.23)

0.33

(1.2

9)(0

.51)

(0.4

8)3.

810.

551.

18(0

.90)

0.81

65.9

732

.13

(0.9

2)9.

90(0

.36)

X-B

and

(4.2

7)(6

.04)

(5.0

3)(6

.17)

(6.3

4)(6

.31)

3.02

(4.5

8)(1

.45)

(5.1

7)(2

.61)

62.1

441

.84

(5.4

5)13

.79

(4.5

0)TD

WR

&

NEX

RAD

(0.1

0)N

/AN

/AN

/AN

/AN

/A7.

38N

/A2.

75(1

.06)

1.88

67.7

246

.39

N/A

18.0

9N

/ATD

WR

, N

EXR

AD,

LLW

AS(1

.44)

N/A

N/A

N/A

N/A

N/A

6.12

N/A

1.47

(2.4

1)0.

5769

.64

46.7

1N

/A16

.91

N/A

TDW

R &

LI

DAR

(2.5

0)N

/AN

/AN

/AN

/AN

/A5.

02N

/A0.

39(3

.46)

(0.5

2)66

.19

44.1

2N

/A15

.73

N/A

TDW

R &

LL

WAS

(1.2

0)N

/AN

/AN

/AN

/AN

/A6.

36N

/A1.

69(2

.17)

0.78

69.8

646

.83

N/A

17.1

5N

/AW

SP &

N

EXR

AD(1

.89)

N/A

N/A

N/A

N/A

N/A

4.94

N/A

0.08

(2.7

2)0.

0865

.12

43.4

2(0

.11)

14.9

00.

80W

SP &

LI

DAR

(4.1

0)N

/AN

/AN

/AN

/AN

/A3.

33N

/A(2

.51)

(5.0

4)(2

.14)

61.7

741

.31

(2.5

3)13

.85

(1.5

7)W

SP &

LL

WAS

(2.9

0)N

/AN

/AN

/AN

/AN

/A4.

28N

/A(1

.35)

(3.8

0)(1

.06)

65.8

442

.16

(1.2

7)14

.62

(0.3

0)W

SP,

NEX

RA D

, LI

DAR

(4.3

4)N

/AN

/AN

/AN

/AN

/A3.

09N

/A(1

.75)

(5.2

8)(2

.31)

64.7

942

.55

(2.7

5)13

.61

(1.8

0)W

SP,

NEX

RAD

, LL

WAS

(3.1

4)N

/AN

/AN

/AN

/AN

/A4.

04N

/A(0

.74)

(4.0

3)(1

.12)

67.2

143

.75

(1.4

6)14

.38

(0.5

2)N

EXR

AD

& L

IDAR

(2.1

3)(2

.80)

(1.4

7)(2

.71)

(2.8

3)(2

.96)

1.39

(2.4

5)1.

55(2

.58)

1.23

68.2

245

.97

(1.9

7)6.

37(2

.20)

NEX

RAD

&

LLW

AS(0

.48)

(1.4

5)0.

71(1

.42)

(0.6

4)(0

.73)

4.10

0.27

2.79

(1.0

1)2.

3671

.58

47.7

3(0

.68)

10.7

2(0

.46)

X-B

and

&

LID

AR(6

.87)

(8.7

0)(7

.63)

(8.8

2)(8

.98)

(8.9

5)0.

61(7

.20)

(3.9

7)(7

.81)

(4.9

8)61

.88

39.7

0(8

.09)

11.2

8(7

.13)

X-B

and

&

LLLW

AS(5

.57)

(7.4

1)(5

.50)

(7.5

3)(6

.92)

(6.9

0)1.

90(5

.14)

(2.6

8)(6

.51)

(3.7

2)64

.59

41.4

7(6

.80)

12.7

1(5

.83)

TDW

R,N

EXR

AD,L

IDAR

(2.7

5)N

/AN

/AN

/AN

/AN

/A4.

77N

/A0.

16(3

.71)

(0.7

5)65

.95

43.9

9N

/A15

.48

N/A

Lega

cy

Cas

e (U

pgra

ded)

0.14

0.00

0.33

0.00

(0.5

1)(0

.48)

7.62

0.55

2.96

(0.8

2)2.

0969

.86

46.8

30.

0518

.33

1.02

Win

d Sh

ear

Syst

em

165

ERI

EVV

EWR

FAR

FAY

FLL

FNT

FSD

FSM

FWA

GC

NG

EGG

FKG

PTG

RB

GR

R

NoW

SN

oWS

TDW

RN

oWS

LLW

ASTD

WR

NoW

SLL

WAS

LLW

ASW

SPN

oWS

WSP

NoW

SN

oWS

LLW

ASW

SP

TDW

RN

/AN

/A4.

00N

/AN

/A17

.95

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

WSP

N/A

N/A

1.88

N/A

N/A

15.8

4N

/AN

/AN

/A(0

.21)

N/A

1.01

N/A

N/A

N/A

(0.2

9)N

EXR

AD(0

.24)

(0.2

4)0.

52(0

.24)

(0.3

7)18

.82

0.04

0.26

(0.2

0)(0

.18)

(0.2

4)1.

70(0

.03)

(0.2

4)(0

.18)

0.30

LID

AR(2

.62)

(2.5

5)0.

42(2

.54)

(2.7

5)3.

10(2

.43)

(2.3

8)(2

.74)

(2.4

4)(2

.29)

(1.5

2)(2

.42)

(2.5

4)(2

.68)

(2.4

1)LL

WAS

(1.3

4)(1

.24)

1.84

(1.2

6)(0

.54)

9.68

(1.1

4)(0

.27)

(0.5

1)(1

.07)

(1.1

1)(0

.33)

(1.1

5)(1

.09)

(0.5

1)(1

.14)

X-B

and

(6.2

9)(6

.08)

(0.3

7)(6

.12)

(6.3

5)13

.46

(5.8

7)(5

.83)

(6.3

2)(5

.72)

(5.8

0)(4

.41)

(5.8

6)(5

.76)

(6.2

9)(5

.82)

TDW

R &

N

EXR

ADN

/AN

/A3.

76N

/AN

/A17

.93

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

2.50

N/A

N/A

16.7

3N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/ATD

WR

&

LID

ARN

/AN

/A1.

46N

/AN

/A15

.42

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

2.74

N/A

N/A

16.8

2N

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AW

SP &

N

EXR

ADN

/AN

/A1.

63N

/AN

/A16

.10

N/A

N/A

N/A

(0.4

5)N

/A0.

97N

/AN

/AN

/A(0

.49)

WSP

&

LID

ARN

/AN

/A(0

.13)

N/A

N/A

13.6

6N

/AN

/AN

/A(2

.80)

N/A

(1.4

2)N

/AN

/AN

/A(2

.90)

WSP

&

LLW

ASN

/AN

/A0.

87N

/AN

/A14

.76

N/A

N/A

N/A

(1.5

3)N

/A(0

.24)

N/A

N/A

N/A

(1.6

3)W

SP,

NEX

RAD

, LI

DAR

N/A

N/A

(0.3

7)N

/AN

/A13

.68

N/A

N/A

N/A

(3.0

4)N

/A(1

.65)

N/A

N/A

N/A

(3.1

4)W

SP,

NEX

RAD

, LL

WAS

N/A

N/A

0.63

N/A

N/A

14.9

4N

/AN

/AN

/A(1

.77)

N/A

(0.3

6)N

/AN

/AN

/A(1

.84)

NEX

RAD

&

LID

AR(2

.86)

(2.7

9)0.

18(2

.78)

(2.9

9)16

.81

(2.4

4)(2

.35)

(2.8

6)(2

.63)

(2.5

3)(0

.88)

(2.4

8)(2

.77)

(2.8

3)(2

.36)

NEX

RAD

&

LLW

AS(1

.57)

(1.4

7)1.

95(1

.48)

(0.7

7)18

.16

(1.2

2)(0

.18)

(0.6

6)(1

.24)

(1.3

0)0.

4 0(1

.25)

(1.3

0)(0

.64)

(1.0

6)X-

Ban

d &

LI

DAR

(8.9

4)(8

.73)

(2.9

1)(8

.77)

(9.0

1)11

.03

(8.5

2)(8

.46)

(8.9

7)(8

.36)

(8.4

4)(7

.00)

(8.5

1)(8

.40)

(8.9

4)(8

.47)

X-B

and

&

LLLW

AS(7

.65)

(7.4

4)(1

.59)

(7.4

8)(6

.96)

12.5

2(7

.22)

(6.4

2)(6

.92)

(7.0

7)(7

.15)

(5.7

1)(7

.22)

(7.1

1)(6

.90)

(7.1

8)TD

WR

,NE

XRAD

,LID

ARN

/AN

/A1.

21N

/AN

/A15

.33

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

Lega

cy

Cas

e (U

pgra

ded)

0.00

0.00

4.00

0.00

(0.5

4)17

.95

0.00

(0.2

7)(0

.51)

(0.2

1)0.

001.

010.

000.

00(0

.51)

(0.2

9)

Win

d Sh

ear

Syst

em

166

GSO

GSP

HN

LH

OU

HPN

HSV

IAD

IAH

ICT

ILM

IND

ISP

JAN

JAX

JFK

LAN

WSP

LLW

ASW

SPTD

WR

WSP

WSP

TDW

RTD

WR

TDW

RN

oWS

TDW

RW

SPLL

WAS

WSP

TDW

RLL

WAS

TDW

RN

/AN

/AN

/A9.

58N

/AN

/A9.

2238

.65

(0.8

3)N

/A6.

05N

/AN

/AN

/A9.

71N

/AW

SP0.

32N

/A2.

567.

35(0

.44)

(0.3

1)6.

0334

.22

(2.5

2)N

/A4.

16(0

.21)

N/A

4.47

7.05

N/A

NEX

RAD

(0.2

0)(0

.13)

0.29

11.2

2(0

.29)

(0.2

7)9.

7932

.70

0.88

0.02

7.78

0.46

0.33

5.76

1.54

(0.3

5)LI

DAR

(2.2

9)(2

.72)

(1.6

3)0.

94(2

.51)

(2.5

7)2.

6810

.32

(2.3

3)(2

.59)

0.60

(2.2

5)(2

.49)

(0.6

6)3.

58(2

.65)

LLW

AS(0

.80)

(0.4

9)0.

515.

03(1

.22)

(1.1

6)4.

5921

.32

(0.8

9)(1

.22)

3.02

(1.0

5)(0

.17)

1.85

4.95

(0.4

7)X-

Ban

d(5

.44)

(6.2

5)(3

.08)

5.05

(5.9

8)(5

.88)

4.04

32.3

8(5

.21)

(6.0

4)1.

71(5

.65)

(5.8

2)(0

.38)

5.23

(6.2

2)TD

WR

&

NEX

RAD

N/A

N/A

N/A

9.42

N/A

N/A

9.03

38.7

4(1

.07)

N/A

5.93

N/A

N/A

N/A

9.47

N/A

TDW

R,

NEX

RAD

, LL

WAS

N/A

N/A

N/A

8.16

N/A

N/A

7.80

37.7

3(2

.41)

N/A

4.63

N/A

N/A

N/A

8.25

N/A

TDW

R &

LI

DAR

N/A

N/A

N/A

6.98

N/A

N/A

6.69

36.2

3(3

.47)

N/A

3.49

N/A

N/A

N/A

7.14

N/A

TDW

R &

LL

WAS

N/A

N/A

N/A

8.34

N/A

N/A

8.01

37.7

5(2

.18)

N/A

4.81

N/A

N/A

N/A

8.49

N/A

WSP

&

NEX

RAD

0.08

N/A

2.32

7.81

(0.6

8)(0

.55)

6.81

35.9

7(2

.66)

N/A

4.27

(0.3

3)N

/A4.

996.

80N

/AW

SP &

LI

DAR

(2.2

5)N

/A(0

.03)

5.07

(3.0

5)(2

.94)

4.85

33.0

8(5

.06)

N/A

1.76

(2.7

2)N

/A2.

125.

47N

/AW

SP &

LL

WAS

(0.9

9)N

/A1.

266.

26(1

.78)

(1.6

6)5.

5034

.10

(3.8

2)N

/A3.

02(1

.50)

N/A

3.47

6.30

N/A

WSP

, N

EXR

A D,

LID

AR(2

.49)

N/A

(0.2

7)5.

22(3

.29)

(3.1

8)4.

8534

.18

(5.2

7)N

/A1.

66(2

.95)

N/A

2.35

5.23

N/A

WSP

, N

EXR

AD,

LLW

AS(1

.23)

N/A

1.02

6.55

(2.0

2)(1

.90)

5.86

35.2

7(3

.99)

N/A

3.01

(1.6

7)N

/A3.

696.

06N

/AN

EXR

AD

& L

IDAR

(2.5

3)(2

.79)

(1.8

7)8.

68(2

.74)

(2.8

1)8.

1732

.17

(1.7

2)(2

.61)

5.18

(2.1

7)(2

.32)

3.12

3.34

(2.8

9)

NEX

RAD

&

LLW

AS(0

.97)

(0.6

0)0.

4010

.08

(1.4

3)(1

.37)

9.26

35.6

9(0

.43)

(1.3

1)6.

56(0

.89)

(0.1

2)4.

465.

43(0

.69)

X-B

and

&

LID

AR(8

.01)

(8.9

0)(5

.71)

2.55

(8.6

3)(8

.52)

2.22

31.1

8(7

.83)

(8.6

8)(0

.89)

(8.2

9)(8

.43)

(3.0

2)2.

77(8

.87)

X-B

and

&

LLLW

AS(6

.65)

(6.8

5)(4

.33)

3.96

(7.3

4)(7

.22)

3.29

32.6

6(6

.53)

(7.3

9)0.

47(7

.00)

(6.3

9)(1

.66)

4.09

(6.8

2)TD

WR

,NE

XRAD

,LID

ARN

/AN

/AN

/A6.

78N

/AN

/A6.

4536

.19

(3.7

2)N

/A3.

27N

/AN

/AN

/A6.

89N

/ALe

gacy

C

ase

(Upg

rade

d)0.

32(0

.49)

2.56

9.58

(0.4

4)(0

.31)

9.22

38.6

5(0

.83)

0.00

6.05

(0.2

1)(0

.17)

4.47

9.71

(0.4

7)

Win

d Sh

ear

Syst

em

167

LAS

LAX

LBB

LEX

LFT

LGA

LGB

LIT

LNK

MAF

MB

SM

CI

MC

OM

DT

MD

WM

EM

TDW

RW

SPW

SPLL

WAS

NoW

STD

WR

&L

LWAS

NoW

SLL

WAS

LLW

ASLL

WAS

NoW

STD

WR

TDW

R&

LLW

ASW

SPTD

WR

TDW

R

TDW

R22

.63

N/A

N/A

N/A

N/A

1.29

N/A

N/A

N/A

N/A

N/A

10.1

648

.04

N/A

8.51

14.3

0W

SP17

.71

2.88

0.17

N/A

N/A

(2.4

2)(2

.67)

N/A

N/A

N/A

N/A

8.22

45.1

1(0

.74)

0.23

10.6

3N

EXR

AD3.

770.

310.

76(0

.35)

(0.2

4)0.

02(0

.24)

1.55

(0.2

4)0.

31(0

.24)

3.36

9.87

(0.3

5)9.

9415

.86

LID

AR17

.83

(0.7

8)(2

.30)

(2.7

1)(2

.54)

(0.9

9)(2

.30)

(1.9

7)(2

.70)

(2.5

7)(2

.60)

1.75

13.2

6(2

.71)

2.54

4.37

LLW

AS13

.75

0.85

(0.8

6)(0

.48)

(1.1

0)1.

44(0

.73)

0.56

(0.4

7)(0

.22)

(1.3

0)5.

2541

.86

(1.3

9)4.

247.

59X-

Ban

d13

.11

(2.3

4)(5

.34)

(6.2

4)(5

.77)

(3.1

1)(5

.11)

(4.6

4)(6

.28)

(5.8

0)(6

.21)

5.73

43.5

6(6

.30)

4.00

9.27

TDW

R &

N

EXR

AD22

.39

N/A

N/A

N/A

N/A

1.05

N/A

N/A

N/A

N/A

N/A

9.92

47.8

2N

/A8.

2814

.12

TDW

R,

NEX

RAD

, LL

WAS

22.7

5N

/AN

/AN

/AN

/A0.

63N

/AN

/AN

/AN

/AN

/A8.

6748

.36

N/A

7.01

12.9

0TD

WR

&

LID

AR24

.22

N/A

N/A

N/A

N/A

(1.3

4)N

/AN

/AN

/AN

/AN

/A7.

5445

.58

N/A

5.88

11.7

0TD

WR

&

LLW

AS22

.99

N/A

N/A

N/A

N/A

0.87

N/A

N/A

N/A

N/A

N/A

8.91

48.5

8N

/A7.

2413

.09

WSP

&

NEX

RAD

17.4

62.

64(0

.01)

N/A

N/A

(2.6

7)(2

.91)

N/A

N/A

N/A

N/A

8.01

44.9

5(0

.98)

6.36

12.4

2W

SP &

LI

DAR

22.9

10.

67(2

.43)

N/A

N/A

(3.7

6)(4

.95)

N/A

N/A

N/A

N/A

5.84

43.5

6(3

.36)

0.97

9.41

WSP

&

LLW

AS19

.73

1.78

(1.1

6)N

/AN

/A(2

.82)

(3.6

6)N

/AN

/AN

/AN

/A7.

0945

.28

(2.0

8)1.

9910

.24

WSP

, N

EXR

AD,

LID

AR22

.67

0.43

(2.6

5)N

/AN

/A(4

.00)

(5.1

9)N

/AN

/AN

/AN

/A5.

6443

.38

(3.6

0)4.

099.

92W

SP,

NEX

RAD

, LL

WA S

19.4

91.

54(1

.36)

N/A

N/A

(3.0

6)(3

.90)

N/A

N/A

N/A

N/A

6.89

45.1

4(2

.32)

5.27

11.2

5N

EXR

AD

& L

IDAR

17.5

8(1

.02)

(1.8

8)(2

.95)

(2.7

8)(1

.23)

(2.5

4)(1

.09)

(2.8

6)(2

.34)

(2.8

4)2.

8713

.56

(2.9

5)7.

6613

.42

NEX

RAD

&

LLW

AS15

.04

0.85

(0.5

8)(0

.70)

(1.3

0)0.

90(0

.90)

1.12

(0.6

7)(0

.14)

(1.5

3)6.

3843

.62

(1.6

3)8.

8414

.79

X-B

and

&

LID

AR17

.33

(4.8

0)(8

.00)

(8.8

9)(8

.41)

(5.7

0)(7

.68)

(7.2

1)(8

.93)

(8.4

5)(8

.86)

3.11

41.2

1(8

.95)

1.45

7.09

X-B

and

&

LLLW

AS16

.48

(3.5

5)(6

.69)

(6.8

4)(7

.12)

(4.4

1)(6

.37)

(5.1

7)(6

.88)

(6.3

9)(7

.57)

4.52

43.4

2(7

.65)

2.82

8.45

TDW

R,N

EXR

AD,L

IDAR

22.4

8N

/AN

/AN

/AN

/A(1

.59)

N/A

N/A

N/A

N/A

N/A

7.30

45.3

4N

/A5.

6411

.48

Lega

cy

Cas

e (U

pgra

ded)

22.6

32.

880.

17(0

.48)

0.00

0.87

0.00

0.56

(0.4

7)(0

.22)

0.00

10.1

648

.58

(0.7

4)8.

5114

.30

Win

d Sh

ear

Syst

em

168

MG

MM

HT

MIA

MK

EM

LIM

LUM

OB

MSN

MSP

MSY

MYR

OAK

OK

CO

MA

ON

T

LLW

ASN

oWS

TDW

RTD

WR

LLW

ASLL

WAS

LLW

ASW

SPTD

WR

TDW

R&

LLW

ASN

oWS

NoW

STD

WR

LLW

ASW

SP

TDW

RN

/AN

/A31

.05

3.13

N/A

N/A

N/A

N/A

9.21

5.67

N/A

N/A

(0.0

2)N

/AN

/AW

SPN

/A(3

.16)

27.7

40.

68N

/AN

/AN

/A(0

.31)

6.99

3.70

N/A

(3.1

0)(1

.70)

N/A

0.54

NEX

RAD

(0.3

5)(0

.24)

32.7

11.

14(0

.04)

(0.3

5)0.

08(0

.26)

10.7

64.

920.

12(0

.24)

1.73

1.58

(0.0

7)LI

DAR

(2.6

9)(2

.31)

7.05

(0.0

6)(2

.64)

(2.7

1)(2

.64)

(2.5

0)2.

18(0

.40)

(2.5

4)(2

.47)

(2.0

5)(1

.94)

(2.0

2)LL

WAS

(0.4

9)(1

.03)

17.3

71.

31(0

.41)

(0.4

4)(0

.36)

(1.1

3)4.

752.

94(1

.17)

(1.1

6)(0

.43)

0.43

(0.6

2)X-

Ban

d(6

.23)

(5.6

3)26

.67

(1.4

5)(6

.18)

(6.2

1)(6

.03)

(5.8

2)4.

721.

16(5

.96)

(5.9

3)(4

.38)

(4.4

9)(4

.97)

TDW

R &

N

EXR

ADN

/AN

/A31

.53

2.90

N/A

N/A

N/A

N/A

8.98

5.51

N/A

N/A

(0.2

5)N

/AN

/ATD

WR

, N

EXR

AD,

LLW

ASN

/AN

/A30

.46

1.60

N/A

N/A

N/A

N/A

7.72

5.12

N/A

N/A

(1.5

9)N

/AN

/ATD

WR

&

LID

ARN

/AN

/A28

.71

0.53

N/A

N/A

N/A

N/A

6.61

3.07

N/A

N/A

(2.6

5)N

/AN

/ATD

WR

&

LLW

ASN

/AN

/A30

.26

1.84

N/A

N/A

N/A

N/A

7.96

5.30

N/A

N/A

(1.3

5)N

/AN

/AW

SP &

N

EXR

ADN

/A(3

.40)

29.7

10.

49N

/AN

/AN

/A(0

.54)

7.25

3.75

N/A

(3.3

4)(1

.82)

N/A

0.30

WSP

&

LID

ARN

/A(5

.42)

26.1

2(1

.12)

N/A

N/A

N/A

(2.8

9)4.

921.

36N

/A(5

.69)

(4.2

4)N

/A(2

.01)

WSP

&

LLW

ASN

/A(4

.28)

27.3

4(0

.25)

N/A

N/A

N/A

(1.6

3)5.

982.

61N

/A(4

.43)

(3.0

0)N

/A(0

.76)

WSP

, N

EXR

AD,

LID

ARN

/A(5

.66)

27.3

4(1

.35)

N/A

N/A

N/A

(3.1

3)4.

801.

28N

/A(5

.93)

(4.4

5)N

/A(2

.25)

WSP

, N

EXR

AD,

LLW

ASN

/A(4

.52)

28.6

7(0

.43)

N/A

N/A

N/A

(1.8

7)6.

072.

61N

/A(4

.67)

(3.1

6)N

/A(1

.00)

NEX

RAD

&

LID

AR(2

.92)

(2.5

5)30

.48

0.32

(2.6

9)(2

.95)

(2.5

7)(2

.73)

8.35

2.84

(2.4

8)(2

.71)

(0.8

9)(0

.93)

(2.2

6)

NEX

RAD

&

LLW

AS(0

.70)

(1.2

2)32

.20

1.74

(0.5

0)(0

.68)

(0.3

7)(1

.33)

9.62

5.39

(1.2

0)(1

.38)

0.41

1.20

(0.7

9)X-

Ban

d &

LI

DAR

(8.8

8)(8

.26)

24.4

4(3

.85)

(8.8

2)(8

.86)

(8.6

8)(8

.46)

2.18

(1.3

0)(8

.57)

(8.5

6)(7

.01)

(7.1

1)(7

.59)

X-B

and

&

LLLW

AS(6

.83)

(6.9

7)26

.12

(2.6

2)(6

.77)

(6.8

0)(6

.63)

(7.1

7)3.

54(0

.03)

(7.2

9)(7

.28)

(5.7

0)(5

.05)

(6.2

9)TD

WR

,NE

XRAD

,LID

ARN

/AN

/A28

.97

0.28

N/A

N/A

N/A

N/A

6.36

2.88

N/A

N/A

(2.9

0)N

/AN

/ALe

gacy

C

ase

(Upg

r ade

d)(0

.49)

0.00

31.0

53.

13(0

.41)

(0.4

4)(0

.36)

(0.3

1)9.

215.

300.

000.

00(0

.02)

0.43

0.54

Win

d Sh

ear

Syst

em

169

OR

DO

RF

OR

LPB

IPD

KPD

XPH

FPH

LPH

XPI

API

EPI

TPN

SPV

DPW

MR

DU

TDW

R&

LLW

ASW

SPN

oWS

TDW

RN

oWS

WSP

NoW

STD

WR

TDW

RLL

WAS

NoW

STD

WR

LLW

ASLL

WAS

NoW

STD

WR

TDW

R63

.41

N/A

0.78

3.90

0.82

N/A

N/A

6.61

9.94

N/A

1.95

0.58

N/A

N/A

N/A

1.60

WSP

53.6

90.

03(3

.15)

(2.7

9)(3

.53)

1.11

N/A

3.69

7.86

N/A

(2.5

5)(1

.27)

N/A

N/A

(3.5

6)(0

.37)

NEX

RAD

54.0

5(0

.18)

(0.2

4)0.

540.

320.

010.

121.

0012

.17

(0.2

8)1.

422.

37(0

.26)

0.42

(0.0

2)3.

16LI

DAR

32.2

0(2

.29)

(2.5

3)(1

.09)

(2.5

0)(1

.95)

(2.5

3)1.

641.

60(2

.67)

(2.3

6)(1

.59)

(2.4

5)(2

.36)

(2.5

0)(1

.38)

LLW

AS51

.04

(0.8

9)(1

.05)

1.82

(1.0

4)(0

.30)

(1.1

8)3.

375.

38(0

.46)

(0.6

2)(0

.10)

(0.0

3)(0

.14)

(1.2

3)0.

45X-

Ban

d57

.03

(5.4

5)(5

.68)

(0.3

9)(5

.65)

(4.7

0)(5

.99)

1.97

5.67

(6.2

2)(4

.74)

(5.6

9)(5

.33)

(5.6

5)(6

.05)

(3.0

8)TD

WR

&

NEX

RAD

63.5

2N

/A0.

543.

660.

58N

/AN

/A6.

3810

.39

N/A

1.75

0.36

N/A

N/A

N/A

1.37

TDW

R,

NEX

RAD

, LL

WAS

64.6

3N

/A(0

.81)

2.43

(0.7

8)N

/AN

/A5.

269.

18N

/A0.

40(0

.98)

N/A

N/A

N/A

0.05

TDW

R &

LI

DAR

61.5

1N

/A(1

.87)

1.34

(1.8

4)N

/AN

/A4.

287.

64N

/A(0

.69)

(2.0

5)N

/AN

/AN

/A(1

.03)

TDW

R &

LL

WAS

64.6

6N

/A(0

.57)

2.67

(0.5

4)N

/AN

/A5.

498.

88N

/A0.

61(0

.75)

N/A

N/A

N/A

0.28

WSP

&

NEX

RAD

56.3

8(0

.20)

(3.3

9)(3

.04)

(3.1

0)0.

87N

/A3.

478.

70N

/A(1

.73)

(1.2

0)N

/AN

/A(3

.54)

(0.2

9)W

SP &

LI

DAR

58.6

7(2

.48)

(5.6

6)(4

.66)

(5.9

9)(1

.45)

N/A

2.51

5.89

N/A

(4.9

0)(3

.69)

N/A

N/A

(6.0

3)(2

.67)

WSP

&

LLW

AS59

.21

(1.2

5)(4

.30)

(1.7

5)(4

.50)

(0.1

8)N

/A3.

127.

04N

/A(3

.43)

(2.4

8)N

/AN

/A(4

.75)

(1.5

4)W

SP,

NEX

RAD

, LI

DAR

59.3

4(2

.72)

(5.9

0)(4

.90)

(5.6

6)(1

.69)

N/A

2.29

6.29

N/A

(4.3

8)(3

.85)

N/ A

N/A

(6.0

8)(2

.83)

WSP

, N

EXR

AD,

LLW

AS60

.85

(1.4

9)(4

.54)

(1.9

9)(4

.38)

(0.4

2)N

/A2.

907.

55N

/A(3

.08)

(2.5

4)N

/AN

/A(4

.85)

(1.5

7)N

EXR

AD

& L

IDAR

60.2

3(2

.52)

(2.7

7)(1

.33)

(2.2

6)(2

.19)

(2.4

9)1.

439.

82(2

.85)

(1.2

4)(0

.29)

(2.6

9)(2

.18)

(2.5

9)0.

65

NEX

RAD

&

LLW

AS63

.81

(1.0

7)(1

.25)

1.84

(0.9

6)(0

.49)

(1.2

2)3.

6911

.09

(0.6

6)0.

061.

03(0

.18)

(0.0

1)(1

.35)

1.95

X-B

and

&

LID

AR56

.94

(8.0

3)(8

.31)

(2.9

7)(8

.29)

(7.2

6)(8

.61)

(0.0

9)3.

34(8

.87)

(7.3

7)(7

.64)

(7.9

7)(8

.29)

(8.7

0)(5

.48)

X-B

and

&

LLLW

AS59

.01

(6.7

6)(7

.02)

(1.6

2)(7

.00)

(5.8

8)(7

.33)

1.07

4.75

(6.8

2)(6

.07)

(6.1

2)(5

.91)

(6.2

4)(7

.41)

(4.2

2)TD

WR

,NE

XRAD

,LID

AR61

.45

N/A

(2.1

1)1.

09(2

.08)

N/A

N/A

4.03

7.85

N/A

(0.9

1)(2

.30)

N/A

N/A

N/A

(1.2

8)Le

gacy

C

ase

(Upg

rade

d)64

.66

0.03

0.00

3.90

0.00

1.11

0.00

6.61

9.94

(0.4

6)0.

000.

58(0

.03)

(0.1

4)0.

001.

60

Win

d Sh

ear

Syst

em

170

RIC

RN

OR

OA

RO

CR

STR

SWSA

NSA

TSA

VSB

NSD

FSE

ASF

BSF

OSG

FSH

V

WSP

NoW

SLL

WAS

WSP

LLW

ASLL

WAS

NoW

SW

SPLL

WAS

NoW

STD

WR

WSP

NoW

SLL

WAS

LLW

ASLL

WAS

TDW

RN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A2.

35N

/A2.

78N

/AN

/AN

/AW

SP0.

18N

/AN

/A0.

09N

/AN

/A(3

.41)

2.58

N/A

N/A

0.10

0.84

N/A

N/A

N/A

N/A

NEX

RAD

0.31

(0.2

4)(0

.34)

(0.1

8)(0

.37)

(0.0

2)(0

.24)

3.12

(0.0

4)(0

.23)

4.04

(0.0

5)(0

.24)

(0.3

1)0.

180.

16LI

DAR

(2.2

2)(0

.62)

(2.6

9)(2

.30)

(2.7

4)(1

.87)

(2.3

6)(1

.13)

(2.4

5)(2

.50)

(0.8

7)(1

.78)

(2.2

9)(2

.52)

(2.5

9)(2

.60)

LLW

AS(0

.80)

0.10

(0.4

4)(0

.92)

(0.5

4)1.

31(0

.90)

0.55

0.05

(1.1

9)0.

88(0

.44)

(0.3

2)(0

.28)

(0.3

5)(0

.32)

X-B

and

(5.3

1)(4

.34)

(6.2

4)(5

.43)

(6.3

5)(2

.73)

(5.4

4)(2

.80)

(5.3

4)(5

.98)

(2.3

5)(4

.60)

(4.1

1)(6

.02)

(5.9

3)(5

.95)

TDW

R &

N

EXR

ADN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A2.

13N

/A2.

54N

/AN

/AN

/ATD

WR

, N

EXR

AD,

LLW

ASN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A0.

81N

/A1.

20N

/AN

/AN

/ATD

WR

&

LID

ARN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A(0

.28)

N/A

0.14

N/A

N/A

N/A

TDW

R &

LL

WAS

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

1.03

N/A

1.44

N/A

N/A

N/A

WSP

&

NEX

RAD

(0.0

2)N

/AN

/A(0

.15)

N/A

N/A

(3.6

5)2.

43N

/AN

/A0.

480.

60N

/AN

/AN

/AN

/AW

SP &

LI

DAR

(2.3

1)N

/AN

/A(2

.51)

N/A

N/A

(5.6

9)0.

13N

/AN

/A(1

.98)

(1.6

4)N

/AN

/AN

/AN

/AW

SP &

LL

WAS

(1.0

9)N

/AN

/A(1

.24)

N/A

N/A

(4.2

6)1.

34N

/AN

/A(0

.95)

(0.4

2)N

/AN

/AN

/AN

/AW

SP,

NEX

RAD

, LI

DAR

(2.5

3)N

/AN

/A(2

.75)

N/A

N/A

(5.9

3)(0

.07)

N/A

N/A

(2.0

7)(1

.88)

N/A

N/A

N/A

N/A

WSP

, N

EXR

AD,

LLW

AS(1

.31)

N/A

N/A

(1.4

8)N

/AN

/A(4

.50)

1.17

N/A

N/A

(0.8

0)(0

.66)

N/A

N/A

N/A

N/A

NEX

RAD

&

LID

AR(2

.06)

(0.8

6)(2

.93)

(2.5

4)(2

.98)

(2.1

1)(2

.60)

0.71

(2.5

1)(2

.74)

1.49

(2.0

2)(2

.53)

(2.7

6)(2

.47)

(2.4

9)

NEX

RAD

&

LLW

AS(0

.74)

(0.0

7)(0

.68)

(1.1

0)(0

.77)

1.26

(1.1

0)1.

90(0

.05 )

(1.4

1)2.

77(0

.58)

(0.4

5)(0

.53)

(0.2

8)(0

.29)

X-B

and

&

LID

AR(7

.86)

(6.2

2)(8

.89)

(8.0

8)(9

.01)

(5.3

6)(8

.05)

(5.4

3)(7

.93)

(8.6

2)(4

.70)

(7.2

0)(6

.73)

(8.6

2)(8

.58)

(8.6

0)

X-B

and

&

LLLW

AS(6

.60)

(5.1

7)(6

.82)

(6.7

9)(6

.96)

(3.2

6)(6

.75)

(4.1

1)(5

.89)

(7.3

4)(3

.47)

(5.9

1)(5

.41)

(6.5

7)(6

.53)

(6.5

5)TD

WR

,NE

XRAD

,LID

ARN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/AN

/A(0

.52)

N/A

(0.1

0)N

/AN

/AN

/ALe

gacy

C

ase

(Upg

rade

d)0.

180.

00(0

.44)

0.09

(0.5

4)1.

310.

002.

580.

050.

002.

350.

840.

00(0

.28)

(0.3

5)(0

.32)

Win

d Sh

ear

Syst

em

171

Documents

Wind-Shear System Cost Benefit Analysis Update